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47-51-11: 47-51-11 BELL: Applies to Model 47B Series Helicopters. Service experience indicates that the transmission pinion gear bearing life can be extended to 100 hours of operation providing rework in accordance with Bell Service Bulletin No. 47C4 dated December 4, 1947, has been accomplished. New bearings P/N 47-820-358-1 must be installed in the upper spider assembly pinion gears and bearings P/N 47-620-357-1 must be installed in the lower stage spider assembly pinion gear at the 100-hour teardown inspection. (In order to assist in determining the service life of these bearings, it is recommended that removed bearings be tagged with any pertinent information and returned to Bell Aircraft Corp., Attention: Helicopter Division, Fort Worth, Texas.) (Bell Service Bulletin 47C4 revised December 4, 1947, covers this same subject.) This supersedes AD 47-41-09.
66-18-03: 66-18-03 PIPER: Amdt. 39-262 Part 39 Federal Register July 23, 1966. Applies to Model PA-23-250 and PA-E23-250 Airplanes, Serial Numbers 27-2505 through 27-3139 and 27- 3141 through 27-3275, Not Equipped With Turbochargers. Compliance required as indicated, unless already accomplished. To prevent engine power failures due to induction system icing, accomplish the following: (a) Within the next 10 hours' time in service after the effective date of this AD, until modified in accordance with (b), attach the following operating limitation placard to the instrument panel in full view of the pilot: "Do not operate into known or forecast icing conditions. Do not apply manual alternate air." (b) Within the next 100 hours' time in service after the effective date of this AD, modify alternate air systems to provide heated alternate air in accordance with Piper Service Bulletin No. 230A, dated May 6, 1966, incorporating Kit No. 757021. (Piper Service Bulletin No. 230, dated March 4, 1966, also pertains to this subject.) This directive effective August 2, 1966.
2018-17-01: We are superseding Airworthiness Directive (AD) 2017-15-02 for Bell Model 212 and 412 helicopters. AD 2017-15-02 required replacing certain oil and fuel check valves and prohibited installing them on any helicopter. This AD retains the requirements of AD 2017-15-02 and adds certain model helicopters to the applicability. This AD was prompted by the discovery of an error in the affected models. We are issuing this AD to address the unsafe condition on these products.
66-17-02: 66-17-02 de HAVILLAND: Amdt. 39-259, Part 39, Federal Register July 12, 1966. Applies to Model DHC-2 Series (Mk 1, 2, and 3) Airplanes. Compliance required within the next 100 hours' time in service after the effective date of this AD, unless already accomplished within the last 400 hours' time in service, and thereafter at intervals not to exceed 500 hours' time in service from the last inspection until the incorporation of Modification 2/1497, or an equivalent approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. To detect cracks in the wing ribs, accomplish the following: (a) Inspect by radiographic technique or by incorporating a special inspection panel in the wing bottom skin and inspecting visually or with dye penetrant or an equivalent method approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region, the wing ribs at Stations 15.50, 29.00 and 42.50 for cracks in the rib web in the upper and lower rib flanges between the front and rear spars in accordance with de Havilland Engineering Bulletin, Series "B", No. 35, Modification 2/1497, dated March 18, 1966, for Mk 1 and 2 airplanes; de Havilland Engineering Bulletin Series "T.B.", No. 3, Modification 2/1497, dated March 18, 1966, for Mk 3 airplanes; or an equivalent approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. (b) Repair cracks before further flight in accordance with the applicable Engineering Bulletin specified in (a) or an equivalent approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. This directive effective July 22, 1966.
2018-17-06: We are adopting a new airworthiness directive (AD) for certain Fokker Services B.V. Model F28 Mark 0070 and 0100 airplanes. This AD was prompted by a report that the retraction actuator eye-end of a Goodrich main landing gear (MLG) failed. This AD requires a one-time general visual inspection of the left-hand (LH) and right-hand (RH) MLG retraction actuators and replacement if necessary. We are issuing this AD to address the unsafe condition on these products.
69-12-03: 69-12-03 CESSNA: Amdt. 39-775. Applies to Models 310 (Serial Numbers 35000 thru 35546); 310A (Serial Numbers 38001 thru 38161); 310B (Serial Numbers 607; 35547, 35548, 35549, 35551 thru 35771); 310C (Serial Numbers 35550, 35772 thru 35999, 39001 thru 39031); 310D (Serial Numbers 39032 thru 39299); 310E (Serial Numbers 35912A, 310M0001 thru 310M0036); and 310F (Serial Numbers 310 0001 thru 310 0156) Airplanes. Compliance: Required as indicated. To prevent complete loss of engine power due to air being introduced into the fuel system should a fuel crossfeed line become chafed through by the firewall stiffener on the aft side of the aircraft firewall, unless already accomplished, perform the following: A) Within 25 hours' time-in-service after the effective date of this airworthiness directive, remove the firewall access opening for both engines and visually inspect the fuel crossfeed lines for chafing at the firewall stiffeners. Replace chafed fuel lines with a serviceable part and install P/N 0826031-1 fuel line support bracket in accordance with Cessna Service Letter 310-66, dated June 30, 1961, or any equivalent method approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Central Region. A minimum of .50 inch clearance should be maintained between the fuel lines and the angle stiffener. B) If P/N 0826031-1 fuel line support bracket is not available, the inspection required in Paragraph A must be repeated at intervals not to exceed 100 hours time-in-service from the date of the last inspection, until P/N 0826031-1 fuel line support bracket is installed in accordance with Cessna Service Letter 310-66, dated June 30, 1951, or any equivalent method approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Central Region. When the support bracket has been installed, the inspections required by this airworthiness directive may be discontinued. (See Note) Note:This does not preclude continued inspections of this area as required by FAR 91. C) Before the inspection required by Paragraph A can be accomplished on those model aircraft with Serial Numbers 35000 through 35138, a firewall inspection opening must be installed in accordance with Cessna Service Letter 310-3, dated February 10, 1956. This amendment becomes effective June 10, 1969.
66-08-01: 66-08-01 AIR and SPACE: Amdt. 39-218 Part 39 Federal Register March 23, 1966. Applies to Model 18A Gyroplanes, Serial Numbers 18-6 through 18-49. Compliance required before further flight, unless already accomplished. Modify gyroplanes in accordance with Air & Space Manufacturing Inc. Service Bulletin No. 4, dated November 16, 1965, or an equivalent approved by the Chief, Engineering and Manufacturing Branch, FAA Central Region. This directive effective March 23, 1966.
47-06-11: 47-06-11 CESSNA: (Was Service Note 1 of AD-768-4.) Applies Only to 120 and 140 Aircraft Serial Numbers 8001 to 8799, Inclusive. Compliance required at next periodic inspection and upon each 100 hours of operation thereafter until revised door posts are installed. Inspect the forward doorposts for cracks, particularly the flange section leading from the post to the instrument panel at the base of the windshield and the post itself below the rivet cluster at the top. All inside fairing attached to the post between the top and the floor should be removed to permit a thorough inspection. Cracks in the above-mentioned flange not over 3/4 inch in length may be repaired by stop-drilling. If there are longer cracks in the flange or any cracks in the doorpost structure itself, the doorpost should be replaced with the later type post, Cessna P/N 0411867-2 and 0411867-3, in accordance with installation instructions supplied by Cessna. (Cessna Service Letter No. 20 dated October 8, 1946, covers this same subject.)
2005-20-25: The FAA adopts a new airworthiness directive (AD) for certain The Cessna Aircraft Company (Cessna) Models 401, 401A, 401B, 402, 402A, 402B, 402C, 404, 411, 411A, 414, 414A, 421, 421A, 421B, 421C, 425, and 441 airplanes equipped with certain avionics bus circuit breaker switches. This AD requires you to inspect the avionics bus circuit breaker switch to determine the date code and replace any without a date code. This AD also imposes a 1,000-hour safe life limit on avionics bus circuit breaker switches with a date code earlier than 0434. This AD results from reports of smoke and a burning smell in the cockpit. We are issuing this AD to prevent failure of the avionics bus circuit breaker switch, which could result in smoke and a burning smell in the cockpit. This failure could lead to reduced ability to control the airplane.
2005-20-02: The FAA is adopting a new airworthiness directive (AD) for all Boeing Model 707 airplanes, and all Boeing Model 720 and 720B series airplanes. This AD requires revising the Limitations section of the airplane flight manual (AFM). The AFM revisions include instructions for monitoring the low pressure lights for the center tank fuel pumps, and a statement prohibiting the resetting of a tripped circuit breaker for a fuel pump in any tank. This AD results from fuel system reviews conducted by the manufacturer. We are issuing this AD to prevent dry operation of the fuel pumps in the center fuel tank, which could result in high temperatures or sparks inside the fuel tank, ignition of fuel vapors, and consequent fire or explosion. We are also issuing this AD to prohibit the resetting of a tripped circuit breaker for a fuel pump in any tank, which could allow an electrical fault to override the protective features of the circuit breaker, and result in sparks inside the fuel tank, ignition of fuel vapors, and consequent fire or explosion.