Results
2014-03-18: We are adopting a new airworthiness directive (AD) for B-N Group Ltd. Models BN-2, BN-2A, BN-2A-2, BN-2A-3, BN-2A-6, BN-2A-8, BN- 2A-9, BN-2A-20, BN-2A-21, BN-2A-26, BN-2A-27, BN-2B-20, BN-2B-21, BN- 2B-26, BN-2B-27, BN2A MK. III, BN2A MK. III-2, and BN2A MK. III-3 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 damage of the cable sliding end assembly and installation of the incorrect end fitting on engine control cable assemblies. We are issuing this proposed AD to require actions to address the unsafe condition on these products.
65-14-03: 65-14-03\tBOEING: Amdt. 39-90 Part 39 Federal Register June 23, 1965. Applies to Models 707 and 720 Series Aircraft Noted in Boeing Service Bulletin No. 2073(R-1). \n\n\tCompliance required as indicated. \n\n\tInvestigation of a recent failure of the nose gear drag brace lock rod upper attachment bolt, which resulted in the affected aircraft landing with the nose gear retracted, indicates that this bolt is susceptible to fatigue failures and requires replacement. \n\n\t(a)\tBolt P/N BAC B30ABP6-37 shall be replaced as follows: \n\n\t\t(1)\tBolts having 5,400 or more hours' time in service on the effective date of this AD shall be replaced in accordance with paragraph (3) within 600 hours' time in service after the effective date of this AD. \n\n\t\t(2)\tBolts having less than 5,400 hours' time in service on the effective date of this AD shall be replaced in accordance with paragraph (3) prior to the accumulation of 6,000 hours' time in service. \n\n\t\t(3)\tReplace nose gear drag brace lock rodupper attachment bolts P/N BAC B30ABP6-37 with a new bolt of the same part number or with Standard Pressed Steel Company bolt SFH 22-6-35, Voi-Shan Mfg. Co. bolt VS 2545H6F35T, or a bolt approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t\t(4)\tBolts P/N BAC B30ABP6-37 installed in accordance with (3) shall be repetitively replaced thereafter within each 6,000 hours' time in service from the last replacement unless they are replaced with Standard Pressed Steel Co., bolt SFH 22-6-35, Voi-Shan Mfg. Co. bolt VS 2545H6F35T, or a bolt approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(b)\tOperators who have not kept records of hours' time in service on nose gear drag brace lock rod upper attachment bolts shall substitute airplane hours' time in service in lieu thereof. \n\n\t(Boeing Service Bulletin No. 2073 (R-1) covers this same subject.) \n\n\tThis directive effective July 23, 1965.
60-13-04: 60-13-04 SIKORSKY: Amdt. 171 Part 507 Federal Register June 24, 1960. Applies to All Models S-51 and S-55 Helicopters. Compliance required by August 15, 1960. A fatigue failure of the RE5M7 shank rod end bearing has occurred in the S-55 main rotor upper controls. This rod had a hollow shank rather than a solid shank and is not an approved part. Preliminary investigation indicates that the hollow shank part has been installed in S-51 and S-55 helicopters because of improper identification. To ensure removal of this part from service, the following must be accomplished: Unless already accomplished, remove the following rod assemblies and inspect for RE5M7 rod end bearings with hollow shanks and S510085 pivots with hollow shanks, as noted (S510085 pivots are altered RE5M7 rod ends.) (a) Model S-51 main rotor assembly, P/N S510000. (1) P/N S510333 (Alternate P/N S510140) rod assembly contains one RE5M7 rod end. (2) P/N S510082 rod assembly contains one RE5M7 rod end and one P/N S510085 pivot. (b) Model S-51 main rotor assembly, P/N S10-10-1100. (1) P/N S510333 rod assembly contains one RE5M7 rod end. (c) Model S-55 servo unit assembly, P/N S14-40-5000. (1) P/N S14-40-5024 control arm contains one RE5M7 rod end. Remove all hollow shank units and replace with solid shank units.
2014-04-06: We are adopting a new airworthiness directive (AD) for all Turbomeca S.A. Arrius 2B1, 2B1A, 2B2, and 2K1 turboshaft engines. This AD requires initial and repetitive inspections of the hydro-mechanical metering unit (HMU) high pressure pump drive gear shaft splines, cleaning and inspections of the sleeve assembly splines, and replacement of the HMU if it fails inspection. This AD was prompted by in-flight shutdowns caused by interrupted fuel supply at the HMU. We are issuing this AD to prevent in-flight shutdown and damage to the engine.
65-01-02: 65-01-02\tBOEING: Amdt. 39-16 Part 39 Federal Register December 24, 1964. Applies to Models 707 and 720 Series Aircraft. \n\n\tCompliance required as indicated. \n\n\tFlight tests have disclosed that speed brake actuation during fuel jettisoning causes fuel to impinge on the horizontal stabilizer. To correct this condition, accomplish the following: \n\n\t(a)\tWithin 500 hours' time in service after the effective date of this AD, unless already accomplished: \n\n\t\t(1)\tInstall a placard on the fuel dump chute panel in the cockpit that reads, "Do not dump fuel with the speed brakes extended." \n\n\t\t(2)\tAmend the limitations section of the FAA approved Airplane Flight Manual by adding the following two statements under fuel dumping limitations: \n\n\t\t\t(i)\t"Do not dump fuel with speed brakes extended." \n\n\t\t\t(ii)\t"NOTE: Do not use full and rapid aileron control while dumping fuel." \n\n\t(b)\tEquivalent wording, subject to prior approval by the Chief, Aircraft Engineering Division, FAA Western Region, may be used in lieu of that specified in this AD. \n\n\tThis directive effective January 23, 1965.
80-24-01: 80-24-01 ROBINSON HELICOPTER: Amendment 39-3975. Applies to Model R-22 helicopters serial numbers 0002 through 0082 certificated in all categories. Compliance required as indicated unless already accomplished. To prevent possible loss of the tailcone resulting from supporting framework tube or tube weldment fractures, accomplish the following: (a) Unless accomplished within the previous 90 hours' time in service, in accordance with the methods of Robinson Helicopter Company Service Bulletin B-4 dated September 19, 1980, hereinafter referred to as SB B-4, prior to the accumulation of 100 hours' time in service or within 10 hours time in service from the effective date of this AD and thereafter at intervals not to exceed 100 hours' time in service since the last such inspection, dye penetrant inspect the tubes and weldments for cracks per methods of, and in the areas identified as items 1 through 4 of the figure of SB B-4. (b) If no cracks are found the rotorcraft may be returned to service provided that, on reassembly, the hardware as discussed in paragraphs 7 and 8 of the section of SB B-4 entitled "Removal of the A 023 Tailcone Assembly" is replaced with the following identical new parts: NAS - 679-A4 NUT (5 each) NAS 1304-22 Bolt (4 each) NAS 1304-3 Bolt (1 each) PAL NUTS (5 each) (c) If cracks are detected as a result of the inspections of paragraph (a) of this AD, prior to further flight notify the Chief, Aircraft Engineering Division, FAA Western Region for instructions and disposition of the part. Exact location and extent of crack must be made available to the FAA. (d) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections required by this AD. (e) Alternative inspections, modifications or other actions which provide an equivalent level of safety may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region. This amendment becomes effective November 24, 1980.
2014-03-11: We are adopting a new airworthiness directive (AD) for Bell Model 204B helicopters with a certain cable assembly installed. This AD requires inspecting the tail rotor (T/R) cable assembly for an incorrectly machined body. This AD is prompted by a report from Bell that a defective body on the cable prevents the barrel assembly from fully engaging in the body cavity. These actions are intended to prevent disengagement of the cable from the barrel, failure of the T/R pitch control, and subsequent loss of control of the helicopter.
82-11-03 R1: 82-11-03 R1 BRITISH AEROSPACE: Amendment 39-4383 as amended by Amendment 39- 4470. Applies to Model HS-125 Series 700 and all variants serial numbers 25/7001, 7007, 7010, 7013, 7020, 7022, 7025, 7028, 7031, and 7034, 7037, 7040, 7046; NA 0201 - NA 0240 inclusive certificated in all categories. Compliance required within the next 100 hours time in service after the effective date of this AD. To prevent improper operation of the elevator pitch trim switch located in the control column handwheel, accomplish the following unless already accomplished. 1. Remount the elevator pitch trim switch in accordance with the accomplishment instructions of British Aerospace Service Bulletin HS-125 27-124 (2705) dated January 1, 1979. 2. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections and/or modifications required by this AD. 3. Alternate means of compliance which provide an equivalent level of safety may be used when approved by the Chief, Seattle Area Aircraft Certification Office, FAA Northwest Mountain Region. 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). Amendment 39-4383 became effective May 31, 1982. This amendment 39-4470 becomes effective October 12, 1982.
79-02-01: 79-02-01 ENSTROM HELICOPTERS: Amendment 39-3390. Applies to Enstrom Model F-28C and 280C helicopters certificated in all categories. Compliance required as indicated, unless previously accomplished. In order to prevent damage to the turbocharger and possible engine power loss accomplish the following: \n\n\tWithin 50 hours time in service after the effective date of this AD, accomplish the following: \n\n\tA.\tInspect the Rajay turbocharger. If the turbocharger serial number is 70484 or greater, proceed with step B. If the turbocharger serial number is less than 70484 accomplish the following: \n\n\t\t1.\tRemove the turbocharger from the helicopter in accordance with the Enstrom Maintenance Manual. \n\n\t\t2.\tUsing a 5/32 Allen wrench, remove the six counter-sunk cap screws that secure the compressor housing to the bearing housing assembly. If necessary, gently tap the compressor housing with a plastic hammer to loosen it from the bearing housing assembly. \n\n\t\t3.\tTorque the three bearing housing flange attachment screws on the turbocharger to 90 + 10 inch-pounds. "Stake" the screws in place in accordance with the sketch and notes which follow this AD. \n\n\t\t4.\tReinstall the compressor housing by placing the turbocharger on the compressor housing using a new gasket, Rajay P/N TC6-44. Secure with six cap screws and tighten evenly and alternately to 90 + 10 inch-pounds. \n\n\t\t5.\tReinstall the turbocharger in the helicopter in accordance with the Enstrom Maintenance Manual.\n\n\tB.\tRemove the induction system air inlet filter in accordance with the Enstrom Maintenance Manual. \n\n\tC.\tRemove the AN815-6D union which attaches the fuel nozzle air vent installation to the induction system air inlet filter container. Save the AN924-6D nut which was holding the union in place, for reinstallation, in accordance with step D. \n\n\tD.\tInstall an AN832-6D union, in place of the AN815-6D union, so that the AN924-6D nut is outside of the filter container. \n\n\tE.\tAttach the fuelnozzle air vent line to the AN832-6D union. \n\n\tF.\tReplace the air filter in accordance with the Enstrom Maintenance Manual. \n\n\tEquivalent methods of compliance may be approved by the Chief, Engineering and Manufacturing Branch, FAA Great Lakes Region. \n\n\tThis amendment becomes effective January 17, 1979.
2014-02-08: We are adopting a new airworthiness directive (AD) for certain Agusta Model A109C, A109E, A109S, A109K2, and AW109SP helicopters. This AD requires inspecting the lock wires securing the tail rotor (T/R) duplex bearing locking nut (locking nut) to determine whether any lock wires are missing or damaged. This AD was prompted by reports of loosening T/R locking nuts. The actions of this AD are intended to prevent failure of the T/R and subsequent loss of control of the helicopter.
2010-21-11: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated 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: A specific batch of nose landing gear (NLG) and NLG door selector valves, part number (P/N) 601R75146-1 (Kaiser Fluid Technologies P/N 750006000), may have had their end caps incorrectly lock-wired and/or incorrectly torqued during assembly. This condition can lead to the end cap backing off, with consequent damage to a seal and internal leakage within the valve. Subsequently, if electrical power is transferred or removed from the aircraft before the NLG safety pin is installed, any pressure, including residual pressure, in the No. 3 hydraulic system can result in an uncommanded NLG retraction and/or uncommanded opening of the NLG doors. There have beensix cases reported on CL[-]600- 2B19 aircraft, one of which resulted in the collapse of the NLG at the departure gate. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
80-11-07: 80-11-07 ROBINSON HELICOPTER COMPANY: Amendment 39-3834. Applies to Model R22 series helicopters certificated in all categories. Compliance is required as indicated. To prevent main rotor blade structural failure, accomplish the following: (a) Prior to further flight remove from service all main rotor blades Serial numbers 1 through 91 and replace with like serviceable part. (b) Mark all blades Serial numbers 1 through 91 "UNAIRWORTHY" on the blade upper surface at the approximate mid-span with lettering at least 2 inches high and, using a metal stamp, mark "UNAIRWORTHY" on data plate. This supersedes Amendment 39-3751, (45 FR 26032), AD 80-08-08. This amendment becomes effective July 14, 1980, and was effective earlier for all recipients of the telegram T80WE25 dated May 20, 1980.
63-15-05: 63-15-05 PIAGGIO: Amdt. 587 Part 507 Federal Register July 19, 1963. Applies to Model P.166 Aircraft, Serial Numbers 1 through 405. Compliance required within 25 hours' time in service after the effective date of this AD. To prevent failure at the flared end of the Teleflex rod guide tube, in the throttle, fuel cut- off, propeller and hot air controls, accomplish the following: PARTS REQUIRED No. Required Description Part Number 2 Sheath, throttle control guide 66-S. 1107.01 2 Sheath, engine stop control guide 66-S. 1107.02 2 Sheath, propeller control guide 66-S. 1107.03 2 Sheath, hot air control guide 66-S. 1107.04 Unless previously accomplished, remove the aluminum sheath control guides and install new steel control guides as shown in the preceding table, in accordance with Piaggio Service Bulletin No. 166.31 dated November 22, 1962. This directive effective August 20, 1963.
2013-25-13: We are adopting a new airworthiness directive (AD) for Sikorsky Model S-70, S-70A, and S-70C helicopters. This AD establishes a new life limit based on a prorated formula for certain identified components (parts) installed on Model S-70, S-70A, and S-70C helicopters after being previously installed on certain military model helicopters. This AD was prompted by the discovery that certain parts have been interchanged between military helicopter models with different life limits and the possibility that these same parts can be interchanged with civilian models with different life limits. The actions are intended to establish a pro-rated in service life limit for each identified part to prevent fatigue failure of a part and subsequent loss of control of the helicopter.
79-23-07: 79-23-07 BELL HELICOPTER TEXTRON: Amendment 39-3613. Applies to Bell 47G series helicopters certificated in all categories that have been converted to turbine power Soloy Conversions, Ltd., Supplemental Type Certificate SH657NW. A. Within the next 25 hours time-in-service, after the effective date of this AD, inspect the turbine engine mount rod ends with a magnet to determine if the NMB Inc. P/N AH FTL5, or Soloy P/N 100-2205-2B rod ends are installed. These suspect stainless steel rod ends are identified by the fact that they are non-magnetic. B. If the non-magnetic stainless steel rod ends are found to be installed, replace the rod ends with Heim P/N HFL-5M or Soloy P/N 100-2205-1B in accordance with Soloy Conversions, Ltd., Service Bulletin 03-660 dated July 16, 1979, within 25 hours time-in-service after the effective date of this AD. C. Return the suspect stainless steel rod ends to Soloy Conversions, Ltd., for disposal within 30 days after removal. D. Alternate replacements which provide an equivalent level of safety may be used when approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. 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 Soloy Conversions, Ltd., P.O. Box 60, Chehalis, Washington, 98532. These documents may also be examined at FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington 98108. This amendment is effective November 26, 1979 and was effective earlier, for all recipients of the airmail letter dated August 21, 1979, which contained this Amendment.
46-36-02: 46-36-02 PIPER: (Was Mandatory Note 3 of AD-780-3.) Applies to PA-12 Aircraft Serial Numbers 12-1 to 12-207, Inclusive. Compliance required prior to November 1, 1946. Several instances have been reported of loosening of the cap screws attaching the air scoop to the carburetor on these aircraft, thus creating a hazard. These cap screws should be removed and drilled for safety wire. They should then be reinserted and safety wire installed. (Piper Service Bulletin No. 90 dated July 17, 1946, covers this same subject.)
63-22-02: 63-22-02 GRUMMAN: Amdt. 634 Part 507 Federal Register October 26, 1963. Applies Only to Model G-164 Series Aircraft Equipped With Continental W670 Series Engines, Serial Numbers 1 through 229 Inclusive. Compliance required as indicated. As a result of excessive wear of the throttle control pivot bolt, which can cause loss of throttle control, accomplish the following: (a) (1) Within 25 hours' time in service after the effective date of this AD, remove and visually inspect the throttle control pivot bolt (AN 23-13) for wear. If the bolt is worn, measure bolt shank. (2) If wear in excess of 0.020 inch is detected on any surface of the bolt, rework the carburetor throttle arm for a 0.250 diameter reamed hole, and installation of an A1658-1 bushing, AN 3-10A bolt, AN 960-10 washers and AN 365-1032 self-locking nut per Grumman Service Bulletin No. 25 dated August 29, 1963. (Grumman Engineering Change Order No. S164-1292.) (3) If no wear is found on the AN 23-13 bolt, thepivot bolt may be continued in service provided that the bolt is repetitively inspected at intervals of 50 hours' time in service. (b) Repetitive inspections required by (a) (3) may be discontinued when the modifications established by a (a)(2) are accomplished. (Grumman Service Bulletin No. 25 dated August 29, 1963, with enclosure (a) Grumman Engineering Change Order No. S164-1292 covers this same subject.) This directive effective October 26, 1963.
2013-26-13: We are adopting a new airworthiness directive (AD) for Sikorsky Model S-70, S-70A, S-70C, S-70C (M), and S-70C (M1) helicopters with General Electric (GE) T700-GE-401C or T700-GE-701C engines installed. This AD requires establishing new fatigue life limits for certain GE engine gas generator turbine (GGT) rotor parts. This AD was prompted by a reevaluation of the method for determining the life limit for certain GE engine GGT rotor parts and the determination that these life limits should be based on low cycle fatigue (LCF) events instead of hours time-in-service (TIS). The actions are intended to prevent fatigue failure of a GGT rotor part, engine failure, and subsequent loss of control of the helicopter.
83-09-04: 83-09-04 BOEING: Amendment 39-4650. Applies to Boeing Model 767 airplanes listed in Boeing Alert Service Bulletin 767-52A7 Revision 1, dated April 7, 1983, or later FAA approved revisions. To prevent the inadvertent opening of the airplane passenger or service door, accomplish the following: \n\n\tA.\tWithin the next 10 days after the effective date of this AD, unless already accomplished, perform the maintenance check of paragraph A of Section III of Boeing Alert Service Bulletin 767-52A7 Revision 1 dated April 7, 1983, or later FAA approved revisions. Doors which fail to meet this check must accomplish the check of paragraph A.2. of Section III of the Boeing Alert Service Bulletin, prior to each flight until rigged in accordance with paragraph B of this AD. \n\n\tB.\tWithin 30 days after the effective date of this AD, unless already accomplished, passenger or service doors that do not meet the maintenance check of paragraph A of this AD must be rigged in accordance with paragraph Bof the Boeing Alert Service Bulletin. \n\n\tC.\tAlternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tAll persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. These documents may also be examined at the FAA, Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment becomes effective May 25, 1983.
2013-21-06: We are adopting a new airworthiness directive (AD) for Eurocopter Deutschland GmbH (Eurocopter) Model EC135 P1, EC135 P2, EC135 P2+, EC135 T1, EC135 T2, EC135 T2+, and MBB-BK 117 C-2 helicopters with a certain external mounted hoist system (hoist) with boom support assembly (boom) installed. This AD requires inspecting the boom for a crack and, if a crack exists, replacing the boom with an airworthy boom. Until the boom is inspected, this AD requires, before further flight, and thereafter before the first flight of each day, checking the hoist for a crack. This AD was prompted by cracks found on the boom during a pre-flight check of a hoist on an MBB-BK 117 C-2 helicopter. The actions of this AD are intended to detect a crack and prevent failure of the boom, loss of the boom and attached loads, and subsequent loss of helicopter control.
2013-25-10: We are adopting a new airworthiness directive (AD) for certain serial-numbered Bell Helicopter Textron Canada Limited (BHTC) Model 206L, 206L-1, 206L-3, and 206L-4 helicopters with a certain tailboom upper left attachment fitting (fitting). This AD requires inspecting the fitting for a crack and other conditions. This AD was prompted by the manufacturer revising and extending the 100 hour time-in-service (TIS) inspection requirements for the fitting. The actions of this AD are intended to detect a crack, loose rivet, corrosion, or any other damage, which could lead to loss of the tailboom and subsequent loss of control of the helicopter.
83-09-51 R1: 83-09-51 R1 LOCKHEED-CALIFORNIA COMPANY: Amendment 39-4704. Applies to Lockheed California Company L-1011 series airplanes certificated in all categories prior to S/N 1201 not in compliance with Lockheed L-1011 Service Bulletin 093-28-060, dated June 18, 1980; Revision 1, dated November 20, 1980; Revision 2, dated April 28, 1983; or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. Compliance required as indicated unless previously accomplished. A. Within 5 calendar days after receipt of this AD, revise the Lockheed L-1011 FAA approved Airplane Flight Manual (AFM) LR-25925 to add the following and provide to flight crews: SECTION 1 - LIMITATIONS FUEL SYSTEM 1. In addition to normal fuel reserves, flight planning must be predicated on the following: (a) A fuel fitting failure occurs in tank 2L or 2R at anytime during the flight. (b) At the time of failure, the fuel in tanks 2L and 2R is considered to be trapped and unavailable to any engine. (c) At the time of failure, number 2 engine is considered to become inoperative, and (d) At the time of failure, a landing can be accomplished at a suitable airport with the remaining fuel in tanks 1 and 3. 2. The center crossfeed valve between tanks 1 and 3 must be operational prior to all flight operations. 3. Inflight crossfeed operations to number 2 engine are prohibited if either cockpit fuel quantity indicating system for tank 2L or 2R is inoperative prior to takeoff. 4. The fuel flow equalizer must be operational prior to all flight operations. 5. Integrated drive generator (IDG) assembly for engines number 1 and 3 must be operative prior to all flight operations more than 400 nautical miles from a suitable airport. NOTE: Not applicable to aircraft equipped with APU fuel supply from tank 3. If number 2 engine is shutdown, then engine 2 tank valve must be closed. 6. During flight, the fuel quantity in each tank must be closely monitored and logged at intervals not to exceed 15 minutes. SECTION 2 - EMERGENCIES UNCONTROLLED FUEL TRANSFER INTO FUEL TANK 2L OR 2R REFERENCE If a fuel quantity differential of 1500 lbs. or more develops between tanks 2L and 2R, the following procedure applies: 1. All tank pumps ON 2. All fuel crossfeed valves CLOSED 3. Tank pumps (low quantity tank 2L or 2R) OFF 4. Fuel quantity indicators MONITOR 5A. If fuel quantity differential between tank 2L and 2R decreases, resume normal operation when fuel tank quantities are equal. 5B. If fuel quantity differential between tank 2L and 2R remains constant, or is increasing: (1) All tank 2L and 2R fuel pumps OFF (2) Aircraft range CHECK (3) Continue number 2 engine operation on suction feed until the low fuel pressure light illuminates. (4) Shut down number 2 engine.B. A copy of this AD inserted in the FAA approved AFM may be considered as an acceptable means of compliance with required AFM revisions. C. Within 1200 hours time in service, or four (4) months after the effective date of this amendment, whichever occurs first, inspect and replace, if necessary, P/N 1527605-101 fittings in fuel tanks 2L and 2R as specified in Part 2, Accomplishment Instructions of Lockheed L-1011 Service Bulletin 093-28-060, dated June 18, 1980; Revision 1, dated November 20, 1980; Revision 2, dated April 28, 1983; or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. This action terminates the requirement for the AFM revised limitations and emergency procedures required in paragraph A., above. D. Alternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region.E. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the repair requirements of this AD. All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Lockheed-California Company, P.O. Box 551, Burbank, California 91520, Attention: Commercial Support Contracts, Dept. 63-11, U-33, B-1. These documents also may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington or the Los Angeles Aircraft Certification Office, 4344 Donald Douglas Drive, Long Beach, California. This Amendment becomes effective August 18, 1983, and was effective earlier to those recipients of telegraphic AD T83-09-51, dated May 3, 1983.
81-04-06: 81-04-06 FAIRCHILD: Amendment 39-4039. Applies to Fairchild Industries Products: Cockpit Voice Recorder Model A100 series, having serial numbers 4733 through 5260 inclusive. To prevent the possibility of destruction of the recording tape in an aircraft accident involving fire, due to the omission of the thermal insulation assembly, P/N 9300-A18, accomplish the following: (a) Within 180 days after the effective date of this AD, unless previously accomplished, inspect the cockpit voice recorders in accordance with the accomplishment instructions of Fairchild Industrial Products Alert Field Service Bulletin No. CVR A140, dated December 10, 1979, paragraph 2B, Installation of Thermal Insulation 1 through 3. Missing insulation assemblies shall be installed in accordance with the above installation instructions, or approved equivalent instructions. (b) Equivalent installation instructions must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. (c) Compliance times may be increased by Chief, Engineering and Manufacturing Branch, FAA, Eastern Region, upon receipt of substantiating data submitted through an FAA inspector. This amendment becomes effective April 1, 1981.
79-18-10: 79-18-10 PIPER (TED SMITH): Amendment 39-3535. Applies to Aerostar Model 600 and 601 airplanes certificated in all categories. Compliance required within thirty (30) days after the effective date of this AD, unless already accomplished. To prevent inflight loss of the upper cabin door and to prevent the disengagement of door locking pins accomplish the following: (a) Install in the upper cabin door latching mechanism, spacers and the locking position visual indicators in accordance with Aerostar Service Bulletin 600-35, dated August 28, 1973. (b) Replace the rod end fittings made from tubing with solid steel rod end fittings in accordance with Aerostar Service Bulletin 600-61, dated January 26, 1977. (c) Alternate modifications or other actions which provide an equivalent level of safety may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region. (d) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections required by this AD. This amendment becomes effective August 29, 1979.
79-17-02 R2: 79-17-02 R2 BOEING: Amendment 39-3526 as amended by Amendment 39-3563 is further amended by Amendment 39-3867. Applies to all Model 747 series airplanes certificated in all categories listed in Boeing Service Bulletin 747-53-2200. Compliance required within 300 hours time-in-service after the effective date of this AD unless already accomplished. \n\n\tTo prevent failure of the 7079-T6 truss and related 7079-T6 latch support fittings on the lower sill of the forward and aft lower cargo doorway, accomplish the following: \n\tA.\tWithin 300 hours time-in-service after the effective date of this AD unless already accomplished, visually inspect the 7079-T6 truss and related 7079-T6 latch support fittings on the lower sill of forward and aft lower cargo doorways for corrosion, cracking and blocked drainage paths in accordance with Boeing Service Bulletin 747-53-2200 dated May 8, 1979, or methods approved by the Chief, Engineering and Manufacturing Branch, Northwest Region. \n\tB.\tClear all blocked drainage paths, replace cracked latch support fittings, replace or repair corroded or cracked truss fittings in accordance with Boeing Service Bulletin 747-53-2200 Revision 1, before further flight. Cracked truss fittings may continue in service provided: cracks do not exceed limits in Service Bulletin 747-53-2200 Revision 1, no adjacent fittings are cracked, and provided the cracked fittings are visually inspected at intervals not to exceed 300 hours time- in-service. \n\tC.\tRepeat the inspection in accordance with paragraph A at intervals not to exceed 1,200 flight hours, until all affected fittings are replaced with 7075-T73 fittings. Apply BMS-3- 23 or equivalent to the internal lower sill areas after each inspection. Operators may make one more inspection at an interval not exceeding 2,000 flight hours (as required by AD 79-17-02, Amendment 39-3526, 44FR46782), measured from the last inspection conducted prior to the effective date of this amendment, before complyingwith the 1200 hour repetitive inspection. \n\tD.\tUpon request of an operator, an FAA Maintenance Inspector, subject to the prior approval by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region, may adjust the repetitive inspection intervals specified in this AD if the request contains substantiating data to justify such adjustment. \n\tThe manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). \n\tAll persons affected by this directive who have not already received these documents from the manufacturer, may obtain copies upon request to Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. These documents may also be examined at FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington 98108. \n\n\tAmendment 39-3526 became effective August 15, 1979. \n\tAmendment 39-3563 became effective October 1, 1979. \n\tThis Amendment 39-3867 becomes effective September 13, 1980.