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2014-05-28: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model DHC-8-400 series airplanes. This AD was prompted by reports of excessive wear on the lower latch surface of the main landing gear (MLG) up-lock hook. This AD requires revising the maintenance program. We are issuing this AD to detect and correct up- lock hooks worn beyond the wear limit, which could prevent the successful extension of the MLG using the primary landing gear extension system, which in combination with an alternate extension system failure could result in the inability to extend the MLG.
64-06-03: 64-06-03\tBOEING: Amdt. 708 Part 507 Federal Register March 19, 1964. Applies to All Models of the 727 Series Aircraft Listed in Boeing Alert Service Bulletin No. 27-18.\n \n\tCompliance required as indicated. \n\n\t(a)\tConduct daily visual inspection of rod end fittings P/N 907 008 001 on all flight spoiler actuators. Pay particular attention near the runout end of the keyway slot cut into the eye portion of the fitting. \n\n\t(b)\tOn airplanes with 350 or more hours' time in service, within the next 25 hours' time in service unless already accomplished, turn rod end out one-half turn to relieve hold down load in affected actuator rod end fittings. Continue daily inspections.\n \n\t(c)\tReplace cracked parts and continue daily inspections. \n\n\t(d)\tThe special inspections noted in (a), (b), and (c) may be discontinued when FAA Engineering and Manufacturing Branch, Western Region approved redesign and revised rigging procedures are incorporated. \n\n\t(Boeing Alert Service Bulletin No. 27-18 covers this same subject.) \n\n\tThis directive effective upon publication in the Federal Register for all persons except those to whom it was made effective immediately by telegram dated March 4, 1964.
80-21-03: 80-21-03 CESSNA: Amendment 39-3949. Applies to Models 210K, 210L, 210M, 210N, T210K, T210L, T210M, T210N and Model P210N airplanes certified in all categories which have the King Radio Model KFC-200 autopilot installed in accordance with the Supplemental Type Certificates (STCs) SA1202CE or SA1487CE and have the roll axis servo actuator mounted in the right outboard wing. COMPLIANCE: Required as indicated unless the requirements of Paragraphs A)1, 2 and 3 have been previously accomplished. To prevent loss of roll axis flight control: A) Prior to further flight: 1. Gain access to the right wing aileron bellcrank by removing the aft cover plate on the underside of the wing between wing stations 155 and 172 in accordance with the appropriate Cessna service manual. 2. Visually inspect the clevis bolt and nut which secures the autopilot bridle cable and the aileron cable to the aileron bellcrank to verify there is a cotter pin installed to secure the nut.3. If a cotter pin is installed, reinstall the cover plate and comply with Paragraph B. 4. If no cotter pin is installed, further visually inspect the clevis bolt to determine if the bolt was cross drilled for a cotter pin. 5. If there is a cotter pin hole and the nut is still in place, install an AN380-2-2, or equivalent, cotter pin and reinstall the cover plates. 6. If there is no cotter pin hole, replace the clevis bolt with a proper AN23-15, or equivalent, bolt as defined by Advisory Circular AC43.13. Reinstall the washers between the cable end fittings and install the nut and cotter pin. After securing the nut and cotter pin, re-rig the aileron system in accordance with the appropriate Cessna service manual and adjust the bridle cable to 20 2 pounds tension. King Radio Corporation Installation Bulletin No. 170, dated October 1, 1980, has information applicable to this AD. B) Make the prescribed entry in the airplane maintenance records. C) Within 10 days notify, in writing, the Chief, Aircraft Certification Program, Federal Aviation Administration, Room 238, Terminal Building No. 2299, Mid-Continent Airport, Wichita, Kansas 67209 of any incorrect clevis bolt or lack of cotter pin in complying with paragraphs A)4. or A)6. One acceptable means of making these reports is Malfunction or Defect Report (FAA Form 8010-4). (Reporting approved by the Office of Management and Budget under 0MB No. 04-R0174.) D) Any equivalent method of compliance with this Airworthiness Directive must be approved by the Chief, Aircraft Certification Program, Federal Aviation Administration, Room 238, Terminal Building No. 2299, Mid-Continent Airport, Wichita, Kansas 67209. This airworthiness directive becomes effective on October 23, 1980, to all persons except those to whom it has already been made effective by an airmail letter from the FAA dated October 2, 1980, and is identified as AD 80-21-03.
83-15-05 R2: 83-15-05 R2 BOEING: Amendment 39-4696 as amended by Amendment 39-4967 is further amended by Amendment 39-5176. Applies to Boeing Model 757 and 767 series airplanes certificated in all categories. To prevent loss of engine power due to fuel exhaustion resulting from erroneous fuel quantity indications, accomplish the following: \n\n\tA.\tFor Model 757 aircraft, replace Fuel Quantity Indicating System (FQIS) processor part number S345T002-310 with part number S345T002-350 in accordance with Boeing Service Bulletin 757-28A7 dated March 23, 1984, or later FAA approved revision, prior to April 1, 1985. \n\n\tB.\tFor Model 767 aircraft, replace Fuel Quantity Indicating System (FQIS) processor part number S345T002-41 with part number S345T002-42 in accordance with Boeing Service Bulletin 767-28A5 dated March 15, 1984, or later FAA approved revision, prior to April 1, 1985. \n\n\tC.\tFor Model 757 aircraft, continue an inspection program in accordance with Boeing Alert Service Bulletin 757-28A7, dated June 17, 1983, or later FAA approved revision, until FQIS processor part number S345T002-350 is installed. \n\n\tD.\tFor Model 767 aircraft, continue an inspection program in accordance with Boeing Alert Service Bulletin 767-28A5, dated June 12, 1983, or later FAA approved revision, until FQIS processor part number S345T002-42 is installed. \n\n\tE.\tAlternate means of compliance with this AD 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\tF.\tSubsequent FAA-approved FQIS processors may be installed in place of part numbers S345T002-42 and S345T002-350 required by paragraphs C. or D., above. \n\n\tAll persons affected by this directive who have not already received appropriate service information from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124-2207. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or 9010 East Marginal Way South, Seattle, Washington. \n\n\tAmendment 39-4696 became effective August 9, 1983. \n\tAmendment 39-4967 became effective January 25, 1985. \n\tThis Amendment 39-5176 becomes effective January 6, 1986.
2014-06-08: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model DHC-8 airplanes. This AD requires repetitive functional checks of the nose and main landing gear, and corrective actions if necessary. This AD also provides optional terminating action for the repetitive functional checks. This AD was prompted by a report that the emergency downlock indication system (EDIS) had given a false landing gear down-and-locked indication. We are issuing this AD to detect and correct a false down-and-locked landing gear indication, which, on landing, could result in possible collapse of the landing gear.
83-07-20: 83-07-20 SIAI-MARCHETTI: Amendment 39-4622. Applies to Model S205-22R airplanes with a muffler assembly P/N 870-8 or P/N 870-9 installed, certificated in any category. Compliance: Required as indicated unless already accomplished. To prevent failure of the exhaust system, accomplish the following: (a) Within the next 100 hours time-in-service after the effective date of this AD or when the muffler has accumulated 500 hours time-in-service, whichever occurs later, and at each 100-hour time-in-service interval thereafter, accomplish the following: (1) Perform a fiberscope inspection of the inside baffling of the muffler assembly for cracks by inserting an OLYMPUS ILK-2 type fiberscope (or equivalent) though the exhaust tube into the inside baffling of the muffler assembly in accordance with the "INSTRUCTION" section of SIAI-Marchetti Service Bulletin No. 205B56 dated November 20, 1981, or an FAA-approved equivalent. (i) If cracks are found, prior to further flight, replace the muffler. (ii) If no cracks are found, continue the repetitive inspections as indicated above. (b) The intervals between the repetitive inspections required by this AD may be adjusted up to 10 percent of the specified interval to allow accomplishing these inspections concurrent with other scheduled maintenance of the airplane. (c) Operators who have not kept records of hours time-in-service of the mufflers must substitute airplane hours time-in-service in lieu thereof. (d) Airplane may be flown in accordance with FAR 21.197 to a location where this AD can be accomplished. (e) An equivalent method of compliance with this AD, if used, must be approved by the Manager, Aircraft Certification Staff, AEU-100, Europe, Africa and Middle East Office, FAA, c/o American Embassy, 1000 Brussels, Belgium. This amendment becomes effective on April 14, 1983.
61-13-03: 61-13-03 SCHLEICHER: Amdt. 299 Part 507 Federal Register June 24, 1961. Applies to Model K7 Gliders With Serial Numbers Up To and Including 935 and Serial Number 984. Compliance required prior to next flight unless already accomplished. To preclude the buckling of fuselage steel tube members on each side at the rear of the fuselage, replacement of five tubes with tubes having greater wall thickness is required. Replace the existing steel tube diagonal members, counting forward from the tail post as follows, using Civil Aeronautics Manual 18 repair procedures or manufacturer's recommendation. (a) Right side only, third member: Replace with 12 MMS. (15/32"), outside diameter, 1MM. (.040") wall thickness tubes. (b) Right and left side, fourth and sixth members: Replace with 14 MMS. (9/16") outside diameter, 1 MM. (.040") wall thickness tubes. (Schleicher Drawing No. L-211.10-A4 dated March 15, 1961, covers this subject.) This directive effective June 24, 1961.
2014-05-16: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 747-200B, 747-300, 747-400, 747-400D, 747-400F series airplanes, and Model 767 series airplanes, powered by General Electric (GE) CF6-80C2 engines. This AD was prompted by reports of failure of the electro mechanical brake flexshaft (short flexshaft) of the thrust reverser actuation system (TRAS). This AD requires replacing the short flexshaft on each engine with a new short flexshaft, testing of the electro mechanical brake and center drive unit (CDU) cone brake to verify the holding torque, and performing related investigative and corrective actions if necessary. We are issuing this AD to prevent an uncommanded in-flight thrust reverser deployment and consequent loss of control of the airplane.
79-23-06: 79-23-06 BEECH: Amendment 39-3615. Applies to Model 76 (Serial Numbers ME-1 through ME-164, ME-166, ME-168 through ME-181, ME-184 through ME-193, ME-195 and ME-198) airplanes certificated in all categories. COMPLIANCE: Required as indicated unless already accomplished. To prevent possible restriction in aileron and rudder travel, within twenty-five (25) hours time-in-service after the effective date of this AD accomplish the following: A) On Serial Numbers ME-1 through ME-149, ME-151 through ME-164, ME-166, ME-168 through ME-181, ME-184 through ME-190, ME-192, and ME-193 visually inspect and, if necessary, replace the stop bolt nuts for the aileron bell cranks with self-locking nuts in accordance with procedures set forth in Beechcraft Service Instructions Number 1087. B) On Serial Numbers ME-1 through ME-164, ME-166, ME-168 through ME-181, ME-184 through ME-193, ME-195 and ME-198 visually inspect and, if necessary, replace the stop bolt nuts for the rudder bell crank with self-locking nuts in accordance with procedures set forth in Beechcraft Service Instructions Number 1087. C) Aircraft may be flown in accordance with Federal Aviation Regulation 21.197 to a location where this AD can be accomplished. D) Any equivalent method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. This amendment becomes effective November 23, 1979.
2011-22-05 R1: We are revising Airworthiness Directive (AD) 2011-22-05 for Eurocopter France (Eurocopter) Model AS350B, B1, B2, B3, BA, C, D, D1, AS355E, F, F1, F2, N, and NP helicopters with certain tail rotor (T/R) pitch control rods (control rods) installed. AD 2011-22-05 required checking the control rod for play before the first flight of each day. This new AD requires checking the control rod for play within 30 hours time-in-service (TIS) and, if no bearing play is detected, thereafter at intervals not to exceed 30 hours TIS. The actions in this AD are intended to prevent failure of a T/R control rod, loss of T/R control, and subsequent loss of control of the helicopter.
2014-05-11: We are adopting a new airworthiness directive (AD) for Airbus Helicopters Model AS332C, AS332L, AS332L1, AS332L2, EC225LP, and SA330J helicopters with a certain tail rotor control turnbuckle (turnbuckle) installed. This AD requires inspecting the turnbuckles for corrosion or a crack, and depending on the results, either replacing the turnbuckle or treating the turnbuckle for corrosion. This AD was prompted by a report that a turnbuckle had failed because of corrosion. The actions of this AD are intended to detect corrosion or a crack on a turnbuckle and prevent the failure of a turnbuckle, loss of control of the tail rotor and subsequent loss of control of the helicopter.
63-17-04: 63-17-04 LOCKHEED: Amdt. 600 Part 507 Federal Register August 13, 1963. Applies to All Model 1329 Aircraft. Serial Numbers 5001 and Up. Compliance required as indicated. As a result of cracks in the rib flanges of the horizontal stabilizer box section, accomplish the following: (a) Prior to further flight post the following placards in full view of the pilot: (1) "Airspeed Limit V MO Equals 300 Knots Eas. M Mo Remains Mach 0.82." (2) "Do Not Extend Speed Brake During Flight at Speeds Above 250 Knots EAS or at Altitudes Above 30,000 Feet Except in an Emergency." (b) Within the next 20 hours' time in service, after the effective date of this AD, inspect the horizontal stabilizer in accordance with the provisions specified in Lockheed Bulletin No. 329-142. (c) When a new stabilizer P/N JE 205-502 is installed in accordance with Lockheed Jetstar Service Bulletin No. 329-148 dated January 31, 1964, or an equivalent modification approved by the Chief, Engineering Branch, FAA Southern Region is incorporated, compliance with this AD is no longer required. This directive effective upon publication in the Federal Register for all persons except those to whom it was made effective immediately by telegram dated July 25, 1963. Revised September 7, 1963. Revised March 7, 1964.
2014-05-04: We are adopting a new airworthiness directive (AD) for Eurocopter Deutschland GmbH (Eurocopter) Model MBB-BK 117 C-2 helicopters with a jettisonable sliding door (door) installed. This AD requires inspecting the lock release assembly and the middle and upper lever locking bolts of each door, replacing any damaged parts with airworthy parts, and ensuring the door is correctly installed. This AD was prompted by the uncommanded detaching of a door from an MBB-BK 117 C-2 fuselage. The actions of this AD are intended to prevent the in- flight loss of the door, which could damage the helicopter and injure persons on the ground.
70-15-13: 70-15-13 ROLLS-ROYCE, LIMITED: Amdt. 39-1045. Applies to all series Rolls Royce Dart Models 506, 510, 511, 514, 525, 526, 528, 529, and 532 engines having Dart Modification 827 or 1224 fuel washed burners installed. These engines are installed on, but not necessarily limited to, the following type aircraft: Hawker Siddeley, Argosy AW.650; Fairchild Hiller F-27, F-27A, F-27B, F-27F, F-27G, F-27J, FH-227, FH-227B, FH-227C, FH-227D, FH-227E; Fokker F.27, all marks; British Aircraft Corporation Viscount 744, 745D, and 810; and Grumman G-159. To prevent cracking of the fuel washed burners, within the next 300 hours' time in service after the effective date of this AD, unless already accomplished, replace Dart Modification 827 and 1224 fuel washed burners with burners incorporating Rolls Royce Dart Modification 1155, 1226, or 1536, in accordance with Rolls Royce Dart Aero Engine Alert Service Bulletin Number Da 73-A.54, Revision 3, dated February 16, 1970, or late ARB-approvedissue or an FAA-approved equivalent. This amendment becomes effective August 20, 1970.
2014-03-12: We are superseding Airworthiness Directive (AD) 2002-23-19 for all Dassault Aviation Model FALCON 2000 series airplanes. AD 2002-23-19 required repetitive operational tests, repetitive measurements, and repetitive replacement of certain jackscrews. This new AD requires revising the maintenance program to incorporate new or revised maintenance requirements and airworthiness limitations. This AD was prompted by the manufacturer revising the airplane maintenance manual (AMM) maintenance requirements and airworthiness limitations. We are issuing this AD to prevent reduced controllability of the airplane.
2008-26-10: The FAA is adopting a new airworthiness directive (AD) for certain Cessna Aircraft Company (Cessna) 172, 175, 177, 180, 182, 185, 206, 207, 208, 210, 303, 336, and 337 series airplanes. This AD requires you to inspect the alternate static air source selector valve to assure that the part number identification placard does not obstruct the alternate static air source selector valve port. If the part number identification placard obstructs the port, this AD also requires you to remove the placard, assure that the port is unobstructed, and report to the FAA if obstruction is found. This AD results from reports of airplanes found with alternate static air source selector valve port obstruction caused by improper installation of the part number identification placard. The actions specified by this AD are intended to prevent erroneous indications from the altimeter, airspeed, and vertical speed indicators, which could cause the pilot to react to incorrect flight information and possibly result in loss of control.
60-25-01: 60-25-01 CURTISS-WRIGHT: Amdt. 230 Part 507 Federal Register December 6, 1960. Applies to all C-46A, D. E. F. and R; C-46/CW20T; Super C-46/CW20T; Super 46; and Super 46C aircraft. Compliance required as indicated. Due to fatigue failures found in the outer wing panel attachment bolts, the following must be accomplished: (a) On aircraft having outer wing panel attachment bolts with 10,000 or more hours' time in service that have accumulated more than 5,000 hours' flight time since the last inspection of such bolts, the outer wing panel attachment bolts must be inspected for cracks, elongation and corrosion prior to the next flight except aircraft may be ferried without a special flight permit one time only, with occupancy limited to the required flight crew, to a base where personnel and facilities for required work are available. (b) On aircraft having outer wing panel attachment bolts with 10,000 or more hours' time in service that have accumulated less than 5,000 hours' flight time since the last inspection of such bolts, the outer wing panel attachment bolts must be reinspected for cracks, elongation and corrosion within the next 25 hours of flight time. (c) Outer wing panel attachment bolts found, during the inspections under (a) or (b), to be cracked, elongated or corroded must be replaced with new bolts prior to further flight. (d) Outer wing panel attachment bolts which are not found, during the inspections under (a) or (b), to have cracks, elongation or corrosion, may be reused for a total time not to exceed 500 hours' flight time after such inspection at which time all such bolts must be replaced with new bolts. (e) After compliance with the requirements of paragraph (c) and/or (d) all outer wing panel attachment bolts must be replaced at intervals of 10,000 hours' time in service. (f) New bolts, P/N's SS 157-7-21 or MS 20007-21 or NAS 147-35 (31 per wing) and P/N's SS 157-6-20 or MS 20006-20 or NAS 146-33 (88 per wing) or FAA approved equivalents are acceptable replacements. This airworthiness directive sent by telegram to all known operators of Curtiss-Wright C- 46 Series aircraft by individual telegrams dated October 25, 1960, and amendment telegram dated October 26, 1960. Effective on date of publication in the Federal Register to all persons not receiving telegrams of October 25 and 26, 1960.
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.