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97-17-06: This amendment adopts a new airworthiness directive (AD), applicable to Bell Helicopter Textron, Inc. (BHTI) Model 214ST helicopters, that requires replacement of each emergency float inflation solenoid valve (valve). This amendment is prompted by two inadvertent inflations of emergency float systems that resulted from self-activations of the valves. The actions specified by this AD are intended to prevent self-activation of the valves, and subsequent inadvertent inflation of the emergency float system, which could lead to loss of control of the helicopter.
75-16-22: 75-16-22 DeHAVILLAND DH-114: Amendment 39-2298. Applies to all DeHavilland Model DH-114 airplanes modified in accordance with Supplemental Type Certificate (STC) SA1685WE. Compliance required within the next 200 hours' time in service after the effective date of this AD, unless already accomplished within the last 1500 hours' time in service, and thereafter at intervals not to exceed 1500 hours' time in service from the last inspection. To prevent excessive wear of the counterweight bushings and subsequent ineffectiveness of the counterweight function, accomplish the following: Inspect and replace, if required, crankshaft counterweight pins and bushings in accordance with Teledyne Continental Overhaul Manual X-30039 or an equivalent procedure approved by the Chief, Engineering and Manufacturing Branch, ASO-210, P.O. Box 20636, Atlanta, Georgia 30320. This amendment becomes effective August 8, 1975.
69-13-01: 69-13-01 BRITTEN NORMAN LTD: Amdt. 39-783. Applies to Britten Norman Models BN-2 and BN-2A Aircraft Serial Numbers 3 through 43 and Serial Numbers 45 and 46. Compliance required as indicated unless already accomplished. To prevent a possible failure of the aileron, rudder, or nose wheel steering control system, accomplish the following: (a) Within the next 25 hours' time in service, inspect the threaded female portion of the fork-ends, P/N NB 45-B-879, of each turnbuckle assembly in the aileron, rudder, and nose wheel steering systems for evidence of thread defects in accordance with Britten-Normal Service Bulletin BN-2/SB.15, dated April 16, 1969, or later ARB-approved issue or later FAA-approved equivalent. (b) If the threaded female portion of any turnbuckle fork-end is found to be defective during the inspection required by paragraph (a), replace each defective fork-end with a serviceable fork-end of the same part number before further flight. This amendment becomes effective June 23, 1969.
54-26-01: 54-26-01 GRUMMAN: Applies to All Models G-44 and G-44A Aircraft. Compliance required by June 15, 1955. There have been reported numerous instances of the landing gear locking mechanism failing because of either hydraulic system leaks or failure of the mechanical locks. These malfunctions have been reported in both the up and down position of the landing gear. To prevent future similar malfunctions, provide a more positive means of holding the gear in its locked position, both in the fully extended and fully retracted positions. Grumman Service Bulletin No. 24, October 18, 1954, accomplishes this by providing a closed center hydraulic system. This arrangement provides hydraulic pressure to hold the gear in the selected position and unwanted extension or retraction is prevented even though the mechanical locks may fail or leaks develop in the hydraulic system. This supersedes AD 48-05-05.
52-11-02: 52-11-02 CONVAIR: Applies to All Model 240 Aircraft. Compliance required not later than the first major engine overhaul after February 1, 1953. To improve further the engine nacelle fire resistance of 240 aircraft, steel facings must be installed over certain aluminum alloy components of the engine cowl panels, the oil cooler duct, and the nacelle structure forward of the firewall. (Convair Service Bulletin No. 240-425, Revision 2, describes these changes in detail. Preliminary information on this modification is contained in Convairogram No. 30, dated April 8, 1952.)
68-06-03: 68-06-03 HAWKER SIDDELEY: Amdt. 39-566. Applies to Model DH. 125 airplanes, Series 1A, 1A/522 and 3A. Compliance required as indicated. To prevent a fully asymmetric flap condition in the lift dump position, within the next 150 hours' time in service after the effective date of this AD, replace the flap center hinge bolt, P/Ns 25CF71, 25CF1837, 25CF2387 and 25CF2357, with a self-retaining bolt, P/N 3110-7681, in accordance with Hawker Siddeley Service Bulletin 27-49-(1894) Revision 2, dated November 27, 1967, or later ARB-approved revision or an equivalent approved by the Chief, Aircraft Certification Staff, FAA, Europe, Africa and Middle East Region. This amendment becomes effective April 20, 1968.
75-04-07: 75-04-07 PRATT & WHITNEY AIRCRAFT: Amendment 39-2084. Applies to all Pratt & Whitney Aircraft JT3D-3, JT3D-3B, and JT3D-7 turbofan engines containing tenth stage compressor disk, P/N 701810. Compliance required as indicated. To ensure adequate life limit margin for tenth stage compressor disk, P/N 701810, the cyclic life limits on these disks have been reduced below the figures currently approved. Unless already accomplished, remove from service the tenth stage compressor disk prior to exceeding the revised life limit listed below or within the next 25 cycles in service after the effective date of this AD, whichever comes later. Engine Model Previous Life Limit (Cycles) Revised Life Limit (Cycles) JT3D-3 30,000 25,000 JT3D-3B 30,000 25,000 JT3D-7 25,000 23,000 If a disk has been used in more than one engine model, the disk is limited to the lowest cyclic life permitted for the engine models in which it has been exposed. This amendment becomes effective February 19, 1975.
69-10-02: 69-10-02 VICKERS: Amdt. 39-765. Applies to Viscount Models 744, 745D and 810 Series Airplanes. Compliance required within the next 1500 hours' time in service after the effective date of this AD, unless already accomplished. To improve the fire protection of air system ducting adjacent to cabin compressor outlets in the engine nacelles, accomplish the following: (a) For Viscount Models 744, 745D and 810 Series airplanes, replace glasscloth ducts on the outlet side of the cabin compressor in the right inboard, the right outboard and the left inboard engine nacelle with aluminum alloy ducts in accordance with BAC Modification Bulletin No. D3198 Issue 2 (700 Series) or FG.2070 Issue 2 (810 Series) or later ARB-approved issue or an equivalent approved by the Chief, Aircraft Certification Staff, FAA, Europe, Africa, and Middle East region. (b) For Viscount Model 810 Series airplanes only, replace the right and left inboard nacelle fiber glass saddle brackets with stainless steel saddle brackets in accordance with BAC Modification Bulletin No. FG.2070 Issue 2 (800 Series) or later ARB-approved issue or an equivalent approved by the Chief, Aircraft Certification Staff, FAA, Europe, Africa, and Middle East region. This amendment is effective 12 June 1969.
74-18-02: 74-18-02 PIPER: Amendment 39-1929. Applies to Models PA-25-235 and PA-25-260 airplanes, Serial numbers 25-7405573 to 25-7405673 inclusive, certificated in all categories. Compliance required within the next 50 hours' time in service after the effective date of this AD, unless already accomplished. To prevent possible fuel unbalance and fuel line chafing, accomplish the following: (a) (1) Install the vent line clamp assembly Piper Part Number 60383-02 using four stainless steel 6 x 3/8 L type A Truss Phillips Head screws, one MS35206-228 screw and one MS20365-632C nut on both right and left wings at the fuel tank vents. (2) Position both right and left fuel tank vents so that they project 3/4 inch below the wing fabric and secure with the vent line clamps. (b) Inspect all fuel line grommets (15 per wing) in the left and right wings for proper position and security as follows: (1) Remove inspection covers from bottom of wing and inspect the grommetson each fuel line (using light and mirror) to insure that they are correctly installed in the holes of the fuel line support plates. (2) Replace all lines that have been damaged by chafing wear with serviceable lines of the same part numbers or equivalent lines approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Southern Region. (3) Correct installation of any grommet not properly installed. (4) If any of the grommets are not properly installed at a support plate that cannot be reached through the existing inspection hole, it will be necessary to cut additional access openings in bottom of wing as required, install cover plate grommet part number 85012-78 and inspection cover plate part number 12761-02 over any new opening in fabric and install existing inspection covers. Piper Service letter No. 721 Parts II and III, or other approved later revision, pertains to this same subject. This amendment becomes effective August 27, 1974.
57-16-04: 57-16-04 HAMILTON STANDARD: Applies to all Hamilton Standard Two-Flyweight Models 4U18 and 5U18 Governors. Compliance required as indicated. To prevent the possible occurrence of propeller reversal resulting from oil leakage caused by the mounting holes in the governor body being drilled beyond tolerances, the following must be accomplished: A. Prior to the installation of new or overhauled governors of the above models, perform the following, except that it need be accomplished only once for each governor affected, and need not be accomplished if paragraph C is complied with: 1. Remove reverse solenoid valve assembly. 2. Thoroughly clean the solenoid valve mounting hole in the governor body as described in Hamilton Standard Service Bulletin No. 518. 3. Measure the depths of the hole to the deepest point. 4. Governor bodies having a hole exceeding 0.490 inch deep shall not be used until inspected as specified by paragraph C. B. If the reverse solenoid is loosened or removed while in service, comply with paragraph A unless already accomplished. C. As soon as practicable, but not later than next overhaul of all governors of the above models, comply with the inspection outlined in Hamilton Standard Service Bulletin No. 518. Governor bodies having a wall thickness between the solenoid attaching stud hole and the low pressure relief valve passage of less than 0.035 inch should not be returned to service. If the provisions of Service Bulletin No. 518 have been complied with, it will not be necessary to repeat. (Hamilton Standard Service Bulletin No. 518 covers this same subject.) This supersedes telegraphic instructions dated July 12, 1957.