Results
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.
75-08-01: 75-08-01 CANADAIR: Amendment 39-2150. Applies to all CL-44D4 and CL-44J airplanes. Compliance required as indicated. 1. Affects the nose landing gear upper and lower toggle pins P/N 28-86128. a. Within the next 300 hours' time in service after the effective date of this AD, unless accomplished within the last 450 hours' time in service, remove the upper and lower nose landing gear toggle pins P/N 28-86128 and inspect for cracks emanating from the ends of the slotted hole located at the center of the pins using Magnaflux (MIL-I-6868) or an FAA- approved equivalent inspection. b. The inspection specified in "a" above shall be repeated at intervals not to exceed 750 hours' time in service from the last inspection. 2. Cracked parts shall be replaced prior to further flight. a. Replacement parts shall be of the same part number or P/N 28-86128-2 or approved equivalent parts. 3. The inspection specified in (1) is not required if: a. P/N 28-86128-2 pins are installed or; b. P/N 28-86128 pins are reworked, in accordance with Canadair Limited Service Information Circular No. 381-CL44 dated October 23, 1974, to P/N 28-86128-2 configuration. 4. The aircraft may be flown in accordance with FAR 21.197 to a base where the inspections or repairs can be performed. 5. Upon submission of substantiating data by an owner or operator through an FAA Maintenance Inspector, the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region, may adjust the inspection intervals specified in this AD. Equivalent parts must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. This amendment is effective April 7, 1975.
75-14-04: 75-14-04 GRUMMAN AMERICAN AVIATION CORPORATION: Amendment 39- 2252 as amended by Amendment 39-2769 is further amended by Amendment 39-2948. Applies to Grumman G-164 S/N 101 through 400, G-164A S/N 401 through 1719, G-164B S/N 1B through 206B, and 208B through 277B, certificated in all categories. 1. Compliance required within 20 hours' time in service after the effective date of this AD, unless already accomplished within the last 80 hours' time in service, and thereafter within 100 hours' time in service from the last inspection. 2. a. For the models G-164 and G-164A inspect the rudder cable P/N A1860- 35, -36 within the cockpit floorboard and chafe strip area for fraying. b. For the Model G-164B inspect the rudder cables P/N A3860-1, -3, within the cockpit floorboard and chafe strip area for fraying. c. Replace any cables that show broken strands. Defective components must be replaced with the same part number or with approved equivalent parts. 3. Upon submission of substantiating data by an owner or operator through an FAA Maintenance Inspector, the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region, may adjust the inspection interval in this AD. 4. Equivalent parts must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. 5. Aircraft altered to incorporate the pulley and bracket P/N AN220-1 and A1839- 11 and -12, respectively, or altered in accordance with Grumman American Drawing A3371-1, and -3 "Foot Rail Assembly" are considered to have complied with the AD. (Service Bulletin No. 56B dated October 4, 1976, is concerned with this subject). Amendment 39-2252 was effective July 8, 1975. Amendment 39-2769 was effective November 17, 1976. This amendment 39-2948 is effective July 7, 1977.
2012-13-06: We are adopting a new airworthiness directive (AD) for all Airbus Model A300 series airplanes; all Model A300 B4-600, B4-600R, and F4-600R series airplanes, and Model 300 C4-605R Variant F airplanes (collectively called A300-600 series airplanes). This AD was prompted by reports of an inoperative fire shut-off valve (FSOV) as a result of damage due to over-length of the bonding lead. This AD requires a one- time detailed inspection for length of the FSOV bonding leads and for contact or chafing of the wires, and corrective actions, if necessary. We are issuing this AD to detect and correct contact or chafing of wires and bonding leads which, if not detected could be a source of sparks in the wing trailing edge, and could lead to an uncontrolled engine fire.
2012-13-04: We are adopting a new airworthiness directive (AD) for certain Empresa Brasileria de Aeron[aacute]utica S.A. (EMBRAER) Model EMB-505 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 an inadequate amount of drain holes in the primary control surfaces (rudder, elevator, and aileron) and their tab surfaces, which may allow water to accumulate in the control surfaces. This condition could cause unbalanced flight control surfaces and reduced flutter margins, which could result in loss of control of the airplane. We are issuing this AD to require actions to address the unsafe condition on these products.
74-18-07: 74-18-07 TELEDYNE CONTINENTAL MOTORS: Amendment 39-1933. Applies to the following Teledyne Continental Model Engines: IO-360-A - Engine serial numbers 20080-R and 20084-R IO-360-C - Engine serial numbers 350015, 350017, 350021, 60228-R, 60229-R, 900308 and 900352. IO-360-D - Engine serial numbers 351048, 351055, 351060, 351075, 351076, 351077, 351080, and 351081. IO-360-H - Engine serial numbers 353124 through 353134. TSIO-360-A - Engine serial numbers 301001, and 301002. TSIO-360-C - Engine serial numbers 300162 and 300170. Compliance is required within the next 25 hours time in service after the effective date of this AD, unless already accomplished. To prevent cylinder failure, inspect each cylinder for the assembly date stamp located on the machined surface between the Rocker Box covers. All cylinders date stamped 7-73, 8-73, 9-73, 10-73, and 11-73 must be removed and replaced with airworthy cylinders prior to further flight. This supersedes Amendment39-1780 (39 F.R. 4075) AD 74-3-5. This Amendment becomes effective August 28, 1974.
2012-12-19: We are adopting a new airworthiness directive (AD) for certain the Boeing Company Model 777-200, -200LR, and -300ER series airplanes. This AD was prompted by a report from the manufacturer indicating that the lowered ceiling support structure of Section 41, in airplanes incorporating the overhead space utilization (OSU) option, was found to be under-strength when subjected to a 9.0 g forward load. This AD requires installing new structural members, tie rod(s), and attach fittings on the left and right sides of the lowered ceiling support structure. We are issuing this AD to prevent the forward lowered ceiling panels and support structure from becoming dislodged during a 9.0 g forward load and consequent injury to personnel or interference with an emergency evacuation.
2012-12-17: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model BD-100-1A10 (Challenger 300) airplanes. This AD was prompted by reports of deformation found at the neck of the pressure regulator body on the oxygen cylinder and regulator assembly (CRA). This AD requires an inspection to determine if a certain oxygen CRA is installed and the replacement of affected oxygen CRAs. We are issuing this AD to prevent elongation of the pressure regulator neck, which could result in rupture of the oxygen cylinder, and, in the case of cabin depressurization, oxygen not being available when required.
75-27-03: 75-27-03 HAWKER SIDDELEY AVIATION: Amendment 39-2475. Applies to DH- 114 series airplanes certificated in all categories except those modified in accordance with Hawker Siddeley Modification 1610. Compliance required within the next 400 hours' time in service after the effective date of this AD unless already accomplished. To prevent cracking of the nose gear adjusting screw, replace P/N 4U.493 with P/N 4U.567 in accordance with paragraph No. 5 of Hawker Siddeley Technical News Sheet No. U.16, dated March 19, 1973, or with an FAA-approved equivalent part and procedure. This amendment becomes effective on January 19, 1976.
75-22-03: 75-22-03 HUGHES HELICOPTERS: Amendment 39-2387. Applies to all Hughes Model 369, 369A, 369H, 369HS, 369HE, 369HM, certificated in all categories and military OH- 6A and YOH-6A helicopters incorporating metal tail rotor blades Part Number 369A1613, or -3, in combination with tail rotor drive shaft, Part Number 369A5518. Compliance required within the next 50 hours time in service, after the effective date of this AD unless already accomplished. (a) To prevent possible emergency flight situations resulting from failure of the tail rotor drive shaft, replace drive shaft P/N 369A5518 with drive shaft P/N 369A5518-601 in accordance with Part I, B.3. of Hughes Service Information Notice No. HN-86, dated April 28, 1975, or later FAA-approved revisions. (b) Aircraft may be flown in accordance with FAR 21.197 to a base for the performance of the maintenance described herein. (c) Equivalent modification procedures may be approved by the Chief, Aircraft Engineering Division, FAA Western Region. NOTE: Assure that the record to reflect compliance with this AD is made in aircraft records in accordance with FAR's 91.165 and 91.173. This amendment becomes effective October 24, 1975.
75-26-04: 75-26-04 BEECH: Amendment 39-2458. Applies to Model 200 (BB-2 through BB-71) airplanes. Compliance: Required as indicated, unless already accomplished. To prevent malfunction of the fuel transfer system, within the next 50 hours' time in service after the effective date of this AD, accomplish the following: A) Inspect the P/N 100-920067-1 fuel vent float valve for opening and operation in accordance with the criteria set forth in Beechcraft Service Instruction No. 0772-295 or later FAA-approved revision. (P/N 101-320035-1 baffle, if installed, must be removed to perform this inspection.) B) Replace any fuel vent float valve assembly that does not meet the criteria set forth in Beechcraft Service Instruction No. 0772-295 or later FAA-approved revision with new P/N 100-920067-1 fuel vent float valve assembly. C) Any equivalent method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. Thisamendment becomes effective December 19, 1975.
75-08-08: 75-08-08 MCDONNELL DOUGLAS: Amendment 39-2157. Applies to Douglas Model DC-10-10, -30, -30F, and -40 Series airplanes, certificated in all categories, with factory serial numbers as indicated in Douglas Service Bulletin No. 52-74, Revision 1, dated December 6, 1974, or later FAA-approved revisions. \n\n\tTo prevent inadvertent opening of Type A passenger doors (other than the most forward left and right doors) during taxi or in flight, accomplish the following: \n\n\t(a)\tPrior to taxi from the terminal area, after the effective date of this AD, and after all passengers have been seated, all Type A passenger door (other than the most forward left and right doors) arming handles must be cycled to the armed position; then returned to the fully disarmed position; and then returned to the fully armed position. If any difficulty in operating the arming handles is experienced, the airplane must be corrected by maintenance personnel prior to further flight. The flight crew will be advised of the check accomplishment prior to takeoff. Operators shall advise flight crews and cabin attendants of the foregoing procedure by the most immediate and practicable means. The procedure is to be accomplished until the modification described in (b), below, is performed on all airplanes in the operator's fleet. \n\n\t(b)\tOn or before July 1, 1975, unless already accomplished, modify the door operating mechanism per Douglas Service Bulletin No. 52-74, dated September 28, 1973, or later FAA-approved revisions, or equivalent modifications approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(c)\tAirplanes may be flown to a base for performance of maintenance required by this AD per FAR's 21.197 and 21.199, provided that, with respect to the door(s) identified as in need of maintenance, the emergency evacuation slides will either be removed or deactivated. \n\n\tThis supersedes the telegraphic AD, adopted March 1, 1975, and distributed by telegrams dated March 1, 1975. \n\n\tThis amendment becomes effective April 10, 1975.
75-09-11: 75-09-11 MCDONNELL DOUGLAS: Amendment 39-2184. Applies to Model DC-10-10 and DC-10-10F airplanes, certificated in all categories, with P/N ACG 7008-1, collar assembly - lower steering support installed. \n\n\tTo insure continued airworthiness of these assemblies, prior to the accumulation of 44,500 landings, remove from service collar assembly - lower steering support, P/N ACG 7008-1, and mark it permanently and conspicuously to prevent its inadvertent return to service. Replace it with a serviceable assembly having less than 44,500 landings. \n\n\tThe previously established service life of 231,666 landings is no longer applicable. \n\n\tThis amendment becomes effective April 28, 1975.
74-08-11: 74-08-11 DEHAVILLAND: Amendment 39-1819. Applies to DHC-6 airplanes Serial Numbers 136 to 350 inclusive, 353, 356, 360 to 366 inclusive, and 368 certificated in all categories. To prevent rivet failures in the side seat rail attachment structure of inward facing seats which are forward of the right-hand cabin door between Fuselage Stations 239.0 and 290.3, accomplish the following in accordance with de Havilland Service Bulletin No. 6/302, dated November 8, 1973: 1. For airplanes that presently have inward facing seats installed, within the next 200 hours in service after the effective date of this AD, unless already accomplished, inspect in accordance with the Accomplishment Instructions of the Service Bulletin, and alter, as necessary, in accordance with the Service Bulletin or in accordance with an approved equivalent alteration. 2. For future initial installation of inward facing seats, attachments must be in accordance with Details "A", "B", "C", and "D" of theService Bulletin, or approved equivalent attachments. 3. 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. 522(a)(1). All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to de Havilland Aircraft of Canada, Ltd., Attention: Product Support Department, Downsview, Ontario, Canada. These documents may also be examined at the Eastern Region, Engineering and Manufacturing Branch, Federal Building, J.F.K. International Airport, Jamaica, N.Y. 11430, and at the 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 Eastern Region. 4. Equivalent alterations and attachments must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. 5. The compliance time may be increased by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region, upon receipt of substantiating data submitted through a local FAA maintenance inspector. This amendment is effective April 18, 1974.
72-13-02: 72-13-02 GENERAL DYNAMICS: Amdt. 39-1460 as amended by Amendment 39- 1476. Applies to Model 22 and 22M airplanes certificated in all categories which have accumulated 20,000 or more hours' time in service. Compliance required as indicated. To prevent failures of the main landing gear beams (P/N 22-16732-5 or -6) as a result of cracks, accomplish the following: (a) Within the next 25 hours' time in service after the effective date of this AD and thereafter at intervals not to exceed 25 hours' time in service until (c), below, is accomplished, visually inspect the exposed surface of the upper and lower beam caps as described in General Dynamics Service Bulletin 880 SB No. 57-23C, paragraph 2.IA(1) or 880M SB No. 57-12C, paragraph 2.IA(1), dated May 12, 1972, or later FAA-approved revisions. If cracks are found during these inspections, comply with (c), below, before further flight. (b) Within the next 200 hours' time in service after the effective date of this AD and thereafter at intervals not to exceed 200 hours' time in service until (c), below, is accomplished, inspect the exposed surface of the upper and lower beam caps as described in SB No. 57-23C, paragraph 2.IA(2) or SB No. 57-12C, paragraph 2.IA(2), or later FAA-approved revisions. If cracks are found during these inspections, comply with (c), below, before further flight. (c) Within the next 1000 hours' time in service after the effective date of this AD, unless already accomplished, remove the trailing edge panels and rework the trailing edge panel attachment holes per SB No. 57-23C, paragraph 2.IA(3) or SB No. 57-12C, paragraph 2.IA(3), or later FAA-approved revisions. Inspect the screw holes using eddy current or equivalent procedures immediately following this rework and thereafter until (d), below, is accomplished, at not more than 3000 hours' time in service following this rework. Repeat the inspection at or before 4000 and 5000 hours time in service following this rework.If cracks are found during any of these inspections, comply with (d), below, before further flight. If bushings have been installed in accordance with previous issues of SB No. 57-23 or SB No. 57-12, reinspect the bushing fit for tightness and inspect the surface around the bushings for cracks using eddy current or equivalent procedures at intervals not exceeding 3000 hours' time in service following this initial inspection. If loose bushings or cracks are found, repair in accordance with instructions approved by the Chief, Aircraft Engineering Division, FAA Western Region, before further flight. For inspection intervals following repair, see (e) below. (d) On or before the accumulation of 6,000 hours' time in service following the rework described in (c), above, unless already accomplished, again remove the trailing edge panels and rework holes per SB No. 57-23C, paragraph 2.IA(5) or SB No. 57-12C, paragraph 2.IA(5), or later FAA-approved revisions. Inspect the screw holes usingeddy current or equivalent procedures immediately following this rework and thereafter, until (e), below, is accomplished, at not more than 3000 hours' time in service following this rework. Repeat the inspection at or before 4000 and 5000 hours' time in service following this rework. If cracks are found during any of these inspections, comply with (e), below, before further flight. (e) On or before the accumulation of 6,000 hours' time in service following the rework described in (d), above, unless already accomplished, again remove the trailing edge panels and rework holes per SB No. 57-23C, paragraph 2.IA(7) or SB No. 57-12C, paragraph 2.IA(7), or later FAA-approved revisions. Inspect the screw holes using eddy current or equivalent procedures immediately following this rework and thereafter at not more than 2000 hours' time in service following this rework. Repeat the inspection at or before 3000, 4000, 5000 and 6000 hours' time in service following this rework. If cracks arefound during any of these inspections, repair in accordance with instructions approved by the Chief, Aircraft Engineering Division, FAA Western Region, before further flight, or replace the beam per (f), below. After a beam is repaired, the interval inspections of the screw holes (or of the surface around the bushings), following repair and until the beam is replaced, depend upon the repair accomplished, as follows: (1) Reinforcing straps (steel or aluminum) added to upper or lower cap; 3000 hours' time in service. (2) Any plugged hole in caps greater than .375 inch diameter but less than .50 inch diameter and then reamed or bushed; 2000 hours' time in service. (3) Any plugged hole in caps greater than .50 inch diameter and then reamed or bushed; 1000 hours' time in service. (f) On or before the accumulation of 6,500 hours' time in service following the rework described in (e), above, and at intervals not exceeding 500 hours' time in service thereafter, reinspect the screw holes using eddy current or equivalent procedures until the beam is replaced by a new beam of the same type, or an improved type approved by the Chief, Aircraft Engineering Division, FAA Western Region. If cracks are found during these inspections, replace the beam before further flight. After the beam is replaced by a new beam of the same type, the inspections and rework specified in this AD are applicable only after the accumulation of 20,000 hours' time in service on the new beam. After the beam is replaced by a new beam of an improved type, this AD is not applicable. (g) The Chief, Aircraft Engineering Division, FAA Western Region, may approve equivalent inspections, rework procedures, and replacement beams for this AD. This amendment becomes effective June 15, 1972. Amendment 39-1460 became effective June 15, 1972. Amendment 39-1476 becomes effective June 30, 1972.
66-08-05: 66-08-05 MORANE-SAULNIER: Amdt. 39-211 Part 39 Federal Register March 17, 1966. Applies to Models M.S. 760, M.S. 760 A, and M.S. 760B Airplanes. Compliance required within the next 300 hours' time in service after the effective date of this AD unless already accomplished. Replace aluminum alloy rudder control system rod, P/N 0176-27.1.191, located between Stations 5 and 10, with steel rod, P/N 0176-27.1.218. (Morane-Saulnier Service Bulletin No. 45 pertains to this subject.) This directive effective April 16, 1966.
67-17-06: 67-17-06 SIKORSKY: Amdt. 39-415 Part 39 Federal Register May 16, 1967. Applies to Model S-55 Series Helicopters Equipped with S14-20-5300 Series Tail Cone and Pylon Assembly (Straight Tail Cone). Compliance required as indicated. To prevent operation with fatigue cracks in the pylon lower ring accomplish the following: (a) Within the next 10 hours' time in service and thereafter at intervals not to exceed 10 hours' time in service from the last inspection, remove the pylon lower access cover and visually inspect for cracks pylon lower ring, P/N S14-20-3013, with 3,500 or more hours' time in service on the effective date of this AD. NOTE: - Where excess paint that may hinder the visual inspection is present, remove with MIL-R-8633 water-soluble paint remover and apply a light coat of MIL-P-8585 zinc chromate primer. (b) If a crack is found, replace the pylon lower ring assembly, P/N S14-20-3052, before further flight. (c) Remove from service pylonlower ring assembly, P/N S-14-20-3052, with 3,400 or more hours' time in service on the effective date of this AD within the next 100 hours' time in service. (d) Remove from service all other pylon lower ring assemblies, P/N S14-20-3052, before the accumulation of 3,500 hours' time in service. (e) Operators who have not kept records of hours of time in service on pylon lower ring assembly, P/N S14-20-3052, shall substitute helicopter hours of time in service in lieu thereof. (Sikorsky Service Bulletin 55B20-1E covers this subject.) This directive effective May 21, 1967.
2012-10-05: We are adopting a new airworthiness directive (AD) for all Fokker Services B.V. Model F.28 Mark 0070 and 0100 airplanes. This AD was prompted by an in-flight failure of the hydraulic control panel, which resulted in the absence of pressure and quantity indication of the hydraulic system and accompanying alerts for ``hydraulic system 1 low quantity'' and ``hydraulic system 2 low quantity.'' This AD requires implementing new abnormal procedures for hydraulics in the airplane flight manual (AFM). We are issuing this AD to prevent loss of control of the airplane due to incorrect hydraulic system failure information being provided to the flightcrew, followed by application of inappropriate procedures.
74-24-07: 74-24-07 CHROMALLOY: Amendment 39-2021 as amended by Amendment 39-2080. Applies to Chromalloy Model RLB-6 Series rescue locator beacons incorporating battery packs, P/N A3-01-0175, installed in emergency equipment (including, but not limited to, slide-raft combinations and life rafts). Compliance required as indicated unless already accomplished: (a) On or before December 2, 1974, remove from service all Chromalloy Model RLB-6 Series rescue locator beacons or the battery packs incorporated in those units. (b) Contrary provisions of Sections 121.339, 121.353, and 135.163 of the Federal Aviation Regulations notwithstanding, Part 121 and 135 operators of aircraft, equipped with life rafts or slide-raft combinations incorporating Chromalloy Model RLB-6 Series rescue locator beacons may, after removal of such beacons or their battery packs pursuant to paragraph (A), continue to operate the aircraft (1) After replacing the battery packs with Chromalloy battery packs,P/N P4-01-0044, marked "FAA approved for use only as a replacement battery under AD 74-24-07."; (2) After replacing the affected beacons with FAA approved replacement beacons; or (3) Pending compliance with subparagraphs (1) or (2) of this paragraph, after installing in the aircraft an FAA approved portable type emergency locator transmitter that is accessible to the flight crew. (Note: Chromalloy Model RLB-6 Series rescue locator beacons that incorporate battery packs, P/N P4-01-0044, meet the performance requirements of TSO-C91 except their "low operating temperature" is +29 degrees F). Amendment 39-2021 was effective upon publication in the Federal Register as to all persons except those persons to whom it was made immediately effective by the telegram, dated November 9, 1974, which contained this amendment. This amendment 39-2080 is effective upon publication in the Federal Register as to all persons except those persons to whom it was made immediately effective by the telegram, dated November 15, 1974, which contained this amendment.
2012-09-03: We are adopting a new airworthiness directive (AD) for all Saab AB, Saab Aerosystems Model SAAB 2000 airplanes. This AD was prompted by reports of hydraulic accumulator failure. This AD requires replacing certain hydraulic accumulators with stainless steel hydraulic accumulators, and structural modifications in the nose landing gear bay. We are issuing this AD to prevent failure of hydraulic accumulators, which may result in damage to the airplane and injury to occupants.
74-02-01: 74-02-01 BELL: Amdt. 39-1769. Applies to Model 205A-1 and 212 helicopters, certificated in all categories, equipped with tail rotor hub assembly, P/N 212-010-701. Compliance required within the next 25 hours' time in service after the effective date of this A.D., unless already accomplished within the last 25 hours' time in service, and thereafter at intervals not to exceed 25 hours' time in service from the last inspection. To detect possible cracks or excessive looseness in the tail rotor trunnion bearings, accomplish the following: (a) Using a 3 power magnifying glass, inspect the trunnion bearing (P/N 212-010- 723-1 or P/N 212-010-768-1) exposed outer races for cracking. (b) To detect any axial looseness in the trunnion bearings, grasp the hub assembly and attempt to move it towards and away from the tail boom fin assembly. If trunnion bearing movement is considered excessive, remove the tail rotor hub and blade assembly. Measure the amount of axial playin each trunnion bearing using a dial indicator. (c) If there is evidence of either trunnion bearing outer race cracking or axial play in excess of the maximum allowable .015 inch, replace the affected bearing in accordance with the instructions contained in Bell Model 212 Overhaul Manual, dated May 1, 1972, Chapter-Section 65-20-01. (Bell Helicopter Company Service Bulletin Nos. 205-05-73-5, dated August 23, 1973, and 212-05-73-4, dated August 20, 1973, pertain to this 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 Service Manager, Bell Helicopter Company, P. O. Box 482, Fort Worth, Texas 76101. These documents may also be examined 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 A.D. 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 February 22, 1974.
66-22-06: 66-22-06 VICKERS: Amdt. 39-282 Part 39 Federal Register September 7, 1966. Applies to Viscount Models 744 and 745D Series Airplanes. Within the next 1,000 hours' time in service after the effective date of this AD, unless already accomplished, install replacement access panels and cowls for the inverters in accordance with British Aircraft Corporation Ltd. Modification Bulletin No. D.3157 or later ARB-approved issue or an equivalent approved by the Chief, Aircraft Certification Staff, Europe, Africa, Middle East Region. This directive effective October 7, 1966.
74-18-12: 74-18-12 AIRESEARCH MANUFACTURING COMPANY of ARIZONA: Amendment 39-1941. Applies to AiResearch Model TFE 731-2-2B engines installed in, but not limited to Lear-Gates Learjet model 35/36 Aircraft, certificated in all categories. (A) Before further flight, unless previously accomplished, and prior to the installation of replacement fuel control assemblies, replace the hydromechanical fuel control orifice assembly in accordance with AiResearch Alert Service Bulletin TFE 731-A73-3006, dated August 12, 1974, or later FAA approved revisions. (B) Equivalent procedures may be approved by the Chief, Aircraft Engineering Division, FAA Western Region, upon submission of adequate substantiation data. (C) Aircraft may be flown to a base for performance of maintenance required by this AD per FAR's 21.197 and 21.199. This amendment is effective September 3, 1974, for all persons except those to whom it was made effective immediately by telegram dated August 5, 1974.
2012-08-11: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model DHC-8-400 series airplanes. This AD was prompted by test reports that showed that failure of a retract port flexible hose of a main landing gear (MLG) retraction actuator could cause excessive hydraulic fluid leakage. This AD requires a detailed inspection for defects and damage of the retract port flexible hose on the left and right MLG retraction actuator and replacement of the flexible hose if needed. We are issuing this AD to detect and correct defects and damage of the retract port flexible hose which could lead to an undamped extension of the MLG and could result in MLG structural failure, leading to an unsafe asymmetric landing configuration.