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84-06-03: 84-06-03 SHORT BROTHERS LTD: Amendment 39-4833. Applies to Model SD3-30 series airplanes as listed in Short Brothers Ltd. Service Bulletin SD3-24-18 dated November 1983, certificated in all categories. Compliance is required as indicated unless previously accomplished. To prevent short circuiting of the ECE141CC01A line contactor, accomplish the following: A. Within the next 60 days or 300 hours time in service, whichever occurs first after the effective date of this AD, modify the ECE141CC01A line contactor on the 1C and 2C panels in accordance with Short Brothers Ltd., Service Bulletin SD3-24-18 dated November 1983. B. Alternate 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. C. 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. This amendment becomes effective April 9, 1984.
53-06-01: 53-06-01 CESSNA: Applies to All Model T-50 Aircraft. \n\n\tCompliance required as soon as possible, but not later than July 1, 1953. \n\n\tTo guard against the possibility of fire or smoke due to inadequate electrical protection of the landing light motor circuits, install a 10-ampere fuse or circuit breaker, in the manner shown in Figure 2 for each motor circuit. \n\n\n\n\n\nFIGURE 2 \nAD 53-06-01
60-26-03: 60-26-03 BRANTLY: Amdt. 235 Part 507 Federal Register December 20, 1960. Applies to All Brantly Model B-2 Helicopters Prior To Serial No. 44 Not Previously Modified In Accordance With Brantly Service Bulletin No. 4. Compliance required within 25 hours' time in service after the effective date of this directive. (a) Remove the B2-108-34 drive shaft extension and the B2-108-35 coupling from between the transmission and the oil cooler fan drive pulley. Using Brantly aligning jig No. AT- 108-31 and following instructions in Brantly Service Bulletin No. 4, check alinement of the tail rotor drive shaft installation. Adjust bearing positions as necessary per instructions to obtain satisfactory alinement. (b) Using Brantly drill jig No. MT-339-16 and in accordance with instructions in Service Bulletin No. 4, install an additional flexible coupling on the aft end of the B2-108-34 drive shaft extension. Brantly parts B2-108-45 (one), B2-14-14 (two), plus associated standard attachments prescribed in Service Bulletin No. 4 are required for this modification. Orientation of the two flexible couplings on the shaft with respect to each other in accordance with Modification Step No. 15 of Service Bulletin No. 4 is imperative. This directive effective December 20, 1960.
2015-23-13: We are adopting a new airworthiness directive (AD) for all Airbus Model A318, A319, A320, and A321 series airplanes. This AD was prompted by a determination that, in specific flight conditions, the allowable load limits on the vertical tail plane could be reached and possibly exceeded. Exceeding allowable load could result in detachment of the vertical tail plane. This AD requires modification of the pin programming flight warning computer (FWC) to activate the stop rudder input warning (SRIW) logic; and an inspection to determine the part numbers of the FWC and the flight augmentation computer (FAC), and replacement of the FWC and FAC if necessary. We are issuing this AD to prevent detachment of the vertical tail plane and consequent loss of control of the airplane.
2015-23-11: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 747-100, 747-100B, 747-100B SUD, 747-200B, 747-300, 747SR, and 747SP series airplanes. This AD was prompted by an evaluation by the design approval holder (DAH) indicating that certain fuselage skin lap joints are subject to widespread fatigue damage (WFD). This AD requires repetitive post-modification inspections for cracking of the skin or internal doubler along the edge fastener rows of the modification, and repair if necessary. We are issuing this AD to detect and correct fatigue cracking in certain fuselage skin lap joints, which could result in rapid depressurization of the airplane.
64-09-02: 64-09-02 BOEING: Amdt 717 Part 507 Federal Register April 21, 1964. Applies to All Models 707 and 720 Series Aircraft. \n\n\tCompliance required as indicated. \n\n\tThere have been instances of above normal control column forces and sluggish airplane response. In all cases, the airplanes involved had been exposed to heavy rain prior to takeoff or had taken off in heavy rain, with comparatively low freezing altitudes prevailing. This can result in ice formation in the elevator balance panel hinge or around the balance panel track grip. \n\n\tIn order to preclude this unsafe condition, accomplish the following: \n\n\tWithin 600 hours' time in service after the effective date of this AD, and thereafter at intervals not exceeding 1,200 hours' time in service, accomplish the following or equivalent approved by Engineering and Manufacturing Branch, FAA Western Region: \n\n\t(a) Mix MIL-G-25760 or MIL-G-7118 grease or equivalent approved by Engineering and Manufacturing Branch, FAA WesternRegion, with Methyl Ethyl Ketone or aliphatic naptha (Varsol), or equivalent approved by Engineering and Manufacturing Branch, FAA Western Region, to a consistency suitable for application with a squirt type oil can, and apply a good coverage of lubricant to the following areas: \n\n\t\t(1) Upper surface of the piano hinge for each balance panel, and \n\n\t\t(2) On either side of both balance panel track grips. \n\n\t(b) Upon request of the operator, and FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Western Region, may adjust the repetitive intervals specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for such operator. \n\n\t(Boeing Service Bulletins Nos. 1865 and 1865A cover this same subject.) \n\n\tThis directive effective May 19, 1964. \n\n\tRevised September 5, 1964.
2015-23-01: We are adopting a new airworthiness directive (AD) for Sikorsky Aircraft Corporation (Sikorsky) Model 269A, 269A-1, 269B, 269C, 269C-1, 269D, and TH-55A helicopters. This AD requires repetitively inspecting and lubricating the tail rotor (T/R) driveshaft splined fittings. This AD was prompted by a report that the T/R driveshaft can disconnect due to deterioration of the splined coupling. The actions are intended to detect and prevent excessive wear of the splined coupling, which could lead to failure of the T/R driveshaft and subsequent loss of control of the helicopter.
82-03-02: 82-03-02 DETROIT DIESEL ALLISON: Amendment 39-4305. Applies to all Model 250-C28B engines installed in, but not limited to, Bell Model 206L-1 rotorcraft certificated in all categories. Compliance is required as indicated, unless previously accomplished. To preclude possible engine power loss resulting from intermittent or spurious activation of the N2 (Electronic) Overspeed Control System, accomplish the following before further flight: (1) Disarm the aircraft installed engine N2 Overspeed Circuit Breaker by pulling the N2 Overspeed Circuit Breaker and secure by wrapping with tape or placing a Ty-wrap (or equivalent plastic tie strap) around the breaker stem. (2) Install placard which states: "ENG OVSP CIRCUIT DEACTIVATED" in 1/4" or larger letters adjacent to N2 Overspeed Circuit Breaker. NOTE: The engine electronic overspeed test and the engine electronic overspeed trip system outlined in the rotorcraft Flight Manual will no longer function with the circuit breaker deactivated. (3) Install a P/N AN814-4DL or Alternate Plug and P/N AS3084-04 Packing in the outlet port of the N2 Overspeed Solenoid Valve. Tighten and safety with lockwire. NOTE: This action further assures deactivation of the N2 (Electronic) Overspeed Control System. Primary overspeed protection is still provided by the mechanical power turbine fuel governor. Upon request of the operator, an equivalent means of compliance with the requirements of this AD may be approved by the Chief, Chicago Aircraft Certification Office, Federal Aviation Administration, Central Region. NOTE: Detroit Diesel Allison Commercial Engine Alert Bulletin CEB-A-73-2020 refers to this subject. This amendment becomes effective February 4, 1982.
79-21-09 R1: 79-21-09 R1 CONSOLIDATED AERONAUTICS: Amendment 39-3589 is further amended by Amendment 39-4128. Applies to Colonial C-1, Colonial C-2, Lake LA-4, Lake LA-4A, Lake LA-4P, and Lake LA-4-200 airplanes with an anchor light or bilge pump installed with a power line which bypasses the battery relay. Compliance required within the next 50 hours time in service unless already accomplished. To preclude burning of power wires in case of an electrical short, install a Cole-Hersee 3031-D fuse holder and a Buss AG5A 5 ampere fuse, or FAA approved equivalents, within 4 inches of the battery relay, in the power lines for the anchor light and bilge pump. (Lake Aircraft Division, Consolidated Aeronautics Service Bulletin B-62 pertains to the installation required by this AD.) Upon request, an equivalent method of compliance with the requirements of this AD may be approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, New England Region. Amendment 39-3589 became effective upon publication in the FEDERAL REGISTER. This Amendment, 39-4128, becomes effective June 8, 1981.
2015-06-02 R2: We are adopting a new airworthiness directive (AD) for GA 8 Airvan (Pty) Ltd Model GA8-TC320 airplanes. This AD revises AD 2015-06- 02 R1, which required inspection to detect and correct the omission of steel washers at each isolator mount location. This AD retains the actions of AD 2014-06-02 R1 but corrects the AD number in the parenthetical of the compliance time in paragraph (f)(1) of the AD. This AD was prompted by reports of missing required engine mount fire seal washers, which could reduce the engine retention capability in the event of a fire. We are issuing this AD to require actions to address the unsafe condition on these products.
63-10-01: 63-10-01 FAIRCHILD: Amdt. 563 Part 507 Federal Register May 7, 1963. Applies to all C-82A and C-82A Jet Packet Aircraft equipped with Pratt & Whitney R-2800 Military or Civil C, CA, or CB Series engines and Hamilton Standard 33E60/6491-0 or 33E60/6801-0 Propellers. Compliance required as indicated. Premature wear in the bushings in the original rear (heavyweight crankshaft vibration dampers in R-2800 "C" Series engines reduces crankshaft damping characteristics such as to cause propeller blade vibration stresses above the safe limit for continuous service. In addition, flight operation at grass weights in excess of 36,500 pounds with unmodified Hamilton Standard 6491-0 propeller blades installed, imposes blade vibration stresses above the safe limit for continuous service. To prevent propeller blade fatigue failures from these causes, the following modifications and engine operating limitations are required: (a) On airplanes equipped withany of the engines specified herein, prior to 100 hours' time in service after the effective date of this AD, accomplish the following: (1) Install the following placard on the instrument panel in full view of the pilot: "Avoid operation between 1,550 and 1,650 r.p.m." (2) Apply red arc markings on the tachometers over this restricted speed range. (b) On airplanes equipped with R-2800-C Series engines having the original C series type crankshaft with heavyweight front and rear vibration dampers accomplish one of the following within the next 300 hours' time in service after June 6, 1963, for engines which had 350 or more hours' time in service since new or overhaul on June 6, 1963, or prior to the accumulation of 650 hours' time in service since new or overhaul for engines which had less than 350 hours' time in service since new or overhaul on June 6, 1963: (1) Replace the crankshaft assembly with crankshaft assembly, P/N 326054, in accordance with Pratt & Whitney Aircraft Service Bulletin No. 1687 dated April 22, 1958. Identify engines so modified by adding suffix letter " D" to the engine model designation on the nameplate. (2) Replace present engines with engines incorporating the CA or CB type crankshaft. These engines are identified by the suffix letter H or D on the engine model designation on the nameplate. (c) On 33E60/6491-0 propellers, prior to 300 propeller hours' time in service after the effective date of this AD, accomplish one of the following: (1) Replace the 6491-0 propeller blades with 6801-0 blades. (2) Replace present 6491-0 blades with 6491-0 blades which have had the blade shanks cold rolled and the inner portion of the blades shotpeened by Hamilton Standard or by a method approved by the FAA. Note. - Hamilton Standard has advised that only blades which have had no time in service and which are in good condition otherwise, will be accepted for this rework. (d) On 33E60/6491-0 or 33E60/6801-0 propellers, prior to 300 propeller hours' time in service after the effective date of this AD, the barrel bolt lugs on the 33E60 hubs shall be reworked and shotpeened and the inside of the barrel arms shotpeened in accordance with Detailed Instruction No. 6 of Hamilton Standard Bulletin No. 628 dated January 30, 1962. (e) The propeller modifications specified in (c) and (d) are not required provided the operating limitations of this airplane are revised to limit the operating gross weight to 36,500 pounds and to limit the maximum takeoff power to 2,100 hp. This directive effective June 6, 1963. Revised January 27, 1965.
79-24-07: 79-24-07 DETROIT DIESEL ALLISON: Amendment 39-3624. Applies to Aeroproducts Models A6441FN-606 and -606A propeller blades. Compliance is required as indicated. To preclude propeller blade failure due to fatigue, complete an interim inspection of the blades in accordance with Detroit Diesel Allison Commercial Service Letter 501-D13/-606 CSL-240 dated March 1, 1976 thru Revision 3 dated July 26, 1977 as follows: NOTE: The fluorescent magnetic particle method must be used. a. If blades have more than 4000 hours since the last interim inspection or overhaul, complete an inspection within the next 150 hours time in service. b. If blades have 3150 to 4000 hours since the last interim inspection or overhaul, complete an inspection within the next 450 hours, or prior to exceeding 4150 hours, whichever occurs first. c. If blades have 2550 to 3149 hours since the last interim inspection or overhaul, complete an inspection within 600 hours, or prior to exceeding 3600 hours, whichever occurs first. d. If blades have less than 2550 hours since the last interim inspection or overhaul, complete an inspection prior to exceeding 3150 hours. e. If blade cracks are found during these inspections and/or if spalled areas are found exceeding limits as per CSL-240, entire propeller hub must also be inspected per CSL-240. f. Report the results of all inspections to Chief, Engineering and Manufacturing Branch, AGL-210, FAA, 2300 East Devon Avenue, Des Plaines, Illinois 60018. (Reporting approved by Office of Management and Budget under OMB No. 04-RO-174.) g. All subsequent interim inspections shall be carried out at intervals not to exceed 3150 hours time in service. h. Alternate inspections or other actions which provide equivalent levels of safety may be used when approved by the Chief, Engineering and Manufacturing Branch, FAA, Great Lakes Region. This amendment becomes effective December 5, 1979.
2000-23-32: This amendment adopts a new airworthiness directive (AD) that applies to certain DG Flugzeugbau GmbH (DG Flugzeugbau) Models DG-500 Elan Series, DG-500M, and DG-500MB sailplanes. This AD requires you to visually inspect the elevator control system for proper movement, obtain and incorporate a repair scheme if improper movement is found, and modify and install resin thickened cottonflock reinforcements to the elevator control system as a way to increase the stiffness of the elevator control support stand. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for the Federal Republic of Germany. The actions specified by this AD are intended to detect and correct improper movement in the elevator control system and to increase the stiffness of the elevator control support stand. Without accomplishing these actions, the pilot's capability to use full elevator control deflection could be limited, which could require increased force in moving the elevator control with a consequent potentially uncontrolled flight condition.
2015-21-04: We are adopting a new airworthiness directive (AD) for certain Pratt & Whitney (PW) PW4164, PW4168, PW4168A, PW4164-1D, PW4168-1D, PW4168A-1D, and PW4170 turbofan engines. This AD was prompted by crack finds in the 6th stage low-pressure turbine (LPT) disk. This AD requires [[Page 64313]] removal of the affected 6th stage LPT disks. We are issuing this AD to prevent failure of the 6th stage LPT disk, which could lead to an uncontained disk release, damage to the engine, and damage to the airplane.
81-08-51: 81-08-51 DEHAVILLAND AIRCRAFT OF CANADA: Amendment 39-4263. Applies to DeHavilland DHC-7 series airplanes, serial numbers 3 through 42 inclusive. 1. To prevent failure of the main landing gear to extend, unless already accomplished, accomplish the following within the next ten hours time-in-service: A. Using a suitable sharp pointed tool, attempt to rotate the thickest washer under the head of each bolt attaching the main landing gear actuator brackets P/N's 75710543-003 and 75710542-003 to the wing skin on each inboard nacelle. B. If rotation is observed, replace existing barrel nuts DSC 100-8, retainers and washers with Esna barrel nuts P/N 2452-080 and washers P/N's MS20002-C8 and MS20002- 8 in accordance with DeHavilland Engineering Order 72136 prior to further flight. Torque bolts to 850-900 inch-lbs. and wirelock. 2. To prevent possible malfunction of the flaps, unless already accomplished, accomplish the following within the next ten hours time-in-service: A. Using a 9/16 inch, 12 point socket wrench with standard length handle, attempt to tighten all bolts attaching the number 4 flap track bracket to each wing. Ref. PSM 1-7- 4, Chapter 57-52-00, Fig. 15, Item 160, for bolt location. B. If movement of the bolt head is observed, replace existing barrel nuts DSC 100-8 with Esna barrel nuts P/N 2452-080 using additional MS20002-C8 washers, as required, to ensure correct bolt engagement in accordance with Engineering Order 72139 prior to further flight. Torque bolts to 900-1000 inch-lbs. 3. For aircraft Serial Numbers 28 through 42 inclusive, repeat inspections specified in paragraphs 1 and 2 above daily until replacement of existing barrel nuts DSC 100-8 is accomplished, in accordance with subparagraphs 1B and 2B, above. 4. For aircraft Serial Numbers 28 through 42 inclusive, replacement of existing barrel nuts DSC 100-8 is required within 50 hours time-in-service following receipt of this AD. 5. Alternatemeans of compliance or other actions 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). All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to the addresses listed above. These documents may also be examined at FAA Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington 98108. This amendment becomes effective November 25, 1981 and was effective earlier to those recipients of Telegraphic AD T-81-08-51 dated April 10, 1981.
86-25-03: 86-25-03 THE DEHAVILLAND AIRCRAFT COMPANY OF CANADA, A DIVISION OF BOEING OF CANADA, LTD.: Amendment 39-5478. Applies to all Model DHC-7 and DHC-8 series airplanes, certificated in any category. Compliance is required as indicated, unless already accomplished. To prevent the elevator trim-tab from becoming inoperable due to accumulated water freezing in the trim-tab jack-screw housing, accomplish the following, unless already accomplished. A. For Model DHC-7 airplanes, within three months after the effective date of this AD, incorporate de Havilland Modification Number 7/2489 to provide a drain hole in the elevator trim-tab jack-screw housing in accordance with the "Accomplishment Instructions" contained in de Havilland Service Bulletin No. 7-27-76, dated January 17, 1986. B. For Model DHC-8 airplanes, within three months after the effective date of this AD, incorporate de Havilland Modification Number 8/0415 to provide a drain hole in the elevator trim-tab jack-screw housing in accordance with the "Accomplishment Instructions" contained in de Havilland Service Bulletin No. 8-27-15, dated January 17, 1986. C. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety may be used when approved by the Manager, New York Aircraft Certification Office, FAA, New England Region. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain upon request to de Havilland Aircraft Company of Canada, a Division of Boeing of Canada Ltd., Garratt Boulevard, Downsview, Ontario M3K 1Y5, Canada. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or FAA, New England Region, New York Aircraft Certification Office, 181 South Franklin Avenue, Room 202, Valley Stream, New York. This amendment becomes effective January 12, 1987.
84-08-04: 84-08-04 BEECH: Amendment 39-4931. Applies to Model A36TC (S/Ns EA-1 thru EA-241 ((modified in accordance with Beech Service Instructions No. 1191)), and EA-243 thru EA-272), and Model B36TC (S/Ns EA-242, EA-273 thru EA-382, EA-384 thru EA-396, EA-398 thru EA- 404, EA-406 thru EA-409, EA-411 thru EA-415, and EA-418) airplanes certificated in any category. Compliance: Required as indicated, unless already accomplished. To prevent loss of engine oil due to blockage of the turbocharger oil return line check valve, accomplish the following: (a) Prior to further flight after the effective date of this AD: (1) Inspect the turbocharger oil return line check valve per Beechcraft Service Bulletin No. 2027 to determine if a P/N 101-389011-55 check valve is installed. This valve may be identified by the blue color and the P/N on the valve outlet end fitting. (i) If a Beech P/N 101-389011-55 check valve is not installed, the airplane may be returned to service without further action. (ii) If a Beech P/N 101-389011-55 check valve is installed, prior to return to service and within each additional five hours time-in-service until replaced, inspect and clean this valve in accordance with Beech Service Bulletin No. 2027. (b) Within the next 25 hours time-in-service after the effective date of this AD on airplanes on which a Beech P/N 101-389011-55 check valve is installed, modify this part to, or replace it with, a Beech P/N 101-389011-69 check valve in accordance with Beech Service Bulletin No. 2027. (c) The repetitive inspections in paragraph (a)(ii) are not required when a Beech P/N 101-389011-69 check valve is installed. (d) An equivalent method of compliance with this AD may be used if approved by the Manager, Wichita Aircraft Certification Office, Room 100, 1801 Airport Road, Mid- Continent Airport, Wichita, Kansas 67209, telephone (316) 946-4400. This amendment becomes effective on October 15, 1984, to all personsexcept those to whom it has already been made effective by priority letter from the FAA dated April 25, 1984.
2015-15-06: We are superseding Airworthiness Directive (AD) 2003-13-01 for certain The Boeing Company Model 767 airplanes. AD 2003-13-01 required an inspection to detect cracks and fractures of the outboard hinge fitting assemblies on the trailing edge of the inboard main flap, and follow-on and corrective actions if necessary. For certain airplanes, AD 2003-13-01 required an inspection to determine if a tool runout option has been performed in the area. This new AD reduces certain compliance times, adds airplanes to the applicability, and provides optional terminating action for certain inspections. This AD was prompted by reports of hinge assembly fractures found before certain required compliance times in AD 2003-13-01. We are issuing this AD to prevent the inboard aft flap from separating from the wing and potentially striking the airplane, which could result in damage to the surrounding structure and potential personal injury.
60-06-04: 60-06-04 CONTINENTAL: Amdt. 114, Part 507, Federal Register March 11, 1960. Applies to E165, E185, and E225 Series Engines Equipped with Delco-Remy Generators P/N 1101886, 1101887, 1101888, and 1101908. Compliance required at next periodic inspection, engine overhaul or generator removal whichever occurs first, but in any case not later than December 31, 1960. To prevent failure of the generator drive gear retaining nut internal tooth lockwasher (CMC P/N 531232) remove the generator and inspect the generator drive to determine whether the internal tooth lockwasher or the plain flat washer (CMC P/N 401507) is installed. If the internal tooth lockwasher is installed, remove it and install the flat washer. (Note: The flat washer is not an aircraft standard part.) Use a new retaining nut (CMC P/N 531231, Esna P/N 29NTE-064 or equivalent) for reassembly. Apply a torque of 175-195 inch-pounds to the nut. (Continental Motors Corporation Service Bulletin M57-4 covers this same subject.)
83-17-06: 83-17-06 CESSNA: Amendment 39-4716. Applies to Models 180 through 180H, 180J and 180K airplanes, modified per Robertson STC SA1435WE; 150D through 150L airplanes, modified per Robertson STC SA2191WE; 150D through 150L airplanes, modified per Robertson STC SA2192WE; 185, 185A through 185E, A185E and A185F airplanes, modified per Robertson STC SA1441WE; 182 through 182R, R182, T182 and TR182 airplanes, modified per Robertson STC SA1382WE; and 172, 172A through 172P airplanes, modified per Robertson STC SA1689WE airplanes certificated in any category. Compliance: Required within the next 50 hours time-in-service after the effective date of this AD, unless already accomplished. To prevent possible destructive aileron flutter, accomplish the following: a) Check the permanent aircraft records of the airplane to determine if it has been modified per the applicable STC at Robertson Aircraft Corporation Repair Station No. 415-23 prior to August 1, 1983. If not, no furtheraction is necessary. If, modified at this facility before this date, inspect and, if necessary, correct the aileron balance weight installation in accordance with paragraph b) of this AD. b) Measure the height of all aileron balance weights. If the measured height of all weights is approximately 3/4 inch, the weights are correctly installed and no further action is necessary. If the measured height of any weight is approximately 1/2 inch, prior to further flight, install new balance weights of the appropriate part number in accordance with the applicable STC data or Robertson Service Bulletin No. 20. Rebalance the ailerons within the limits specified by the Cessna Aircraft Company Service Manual for the airplane involved. c) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. d) An equivalent method of compliance with this AD may be used if approved by the Manager, Seattle Aircraft Certification Office, FAA, NorthwestMountain Region, 9010 East Marginal Way South, Seattle, Washington 98168. This amendment becomes effective on September 1, 1983.
83-26-04: 83-26-04 BRITISH AEROSPACE: Amendment 39-4791. Applies to all Model HS 748 2A and 2B series airplanes certificated in all categories. Compliance is required as indicated. To prevent the gust locks of the control surfaces from re-engaging during flight, accomplish the following within the next 60 days after the effective date of this AD, unless previously accomplished: A. Replace the existing elevator, rudder and aileron lock levers with new parts in accordance with the Accomplishment Instructions of British Aerospace HS 748 Service Bulletin 27/88, Revision 2, dated April 22, 1983. B. Alternate 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. C. 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. This amendment becomes effective January 11, 1984.
2015-19-14: We are adopting a new airworthiness directive (AD) for Airbus Helicopters Model BO-105A, BO-105C, [[Page 58352]] and BO-105S helicopters. This AD requires inspections to detect oil contamination in the main gearbox (MGB). This AD was prompted by initial findings from an accident investigation of a Model BO-105 helicopter, which indicated deterioration of the MGB caused by a contaminated oil supply. The actions of this AD are intended to detect oil contamination in the MGB, which could result in MGB deterioration, MGB failure, and subsequent loss of control of the helicopter.
81-04-02: 81-04-02 GULFSTREAM AMERICAN CORPORATION: Amendment 39-4035. Applies to all Gulfstream I (G-159) airplanes certificated in all categories. Compliance is required as indicated, unless already accomplished. To prevent possible operation at degraded performance levels due to inaccurate performance data presented in the AFM, accomplish the following: (a) Within 25 hours time in service after the effective date of this AD, incorporate FAA approved Gulfstream I (G-159) Interim Revisions 23-5, dated October 30, 1980, and 23-6, dated November 28, 1980, into the AFM and operate the airplane accordingly. (b) These interim revisions may be removed from Gulfstream I (G-159) AFM when FAA approved Revision 24 is incorporated. An equivalent means of compliance may be approved by the Chief, Engineering and Manufacturing Branch, ASO-210, FAA, Southern Region, P.O. Box 20636, Atlanta, Georgia 30320. This amendment becomes effective February 12, 1981.
57-12-05: 57-12-05 CONVAIR: Applies to All Model 340 Aircraft. Compliance as indicated below. Several reports have been received of cracks occurring in the spar of the left-hand elevator in the area of the cutouts for the tab controls. The cracks originated in the area of the bolts that attach the support bracket for the tab control idler to the spar and in some cases, the cracks extend to a corner of one of the spar cutouts. Reports also indicate that the two angles P/N 340-2210114-10 and -111 above and below the spar openings have been cracked. 1. Compliance required as soon as possible but not later than the next 100 hours of operation unless already accomplished and at each 250 hours of operation thereafter. Inspect the left-hand elevator spar for cracking as described above. If cracks are found, they shall be repaired before the next flight. (Convair "Service Airgram" No. 212, dated March 15, 1957, sections 1 through 7 illustrate a satisfactory means of repairing cracks in the elevator main spar.) 2. The special inspection period specified in item 1 may be discontinued and the regular inspection periods resumed after the following is accomplished: (a) Repair of all cracks found during the inspection of the left-hand elevator spar as indicated in item 1. (b) Reinforce the elevator spar in the vicinity of the tab control idler attachment. A satisfactory means of reinforcing the elevator spar is described in sections 8 and 9 of Convair "Service Airgram" No. 212. Reinforcement to be accomplished regardless of whether or not cracks are found.
83-15-01: 83-15-01 BRITISH AEROSPACE: Amendment 39-4690. Applies to H.S. 748 Series 2A airplanes certificated in all categories. Compliance is required as indicated. To assure that propeller control circuit relays have proper resistance levels for the internal insulation and to correct the wiring connections to the propeller control circuit and thereby prevent multiple propeller feathering, accomplish the following, unless already accomplished: 1. Within 100 hours time in service after the effective date of this AD, and prior to each installation of a replacement relay, conduct an insulation resistance check of relays 34 and 35, type 7CZ105648/1 or 7CZ105648/2 in the propeller control circuit in accordance with paragraph 2.A or 2.B, as appropriate, Accomplishment Instructions of British Aerospace H.S. 748 Aircraft Service Bulletin 61/31 dated January 1980. Replace any relay with less than 50 megohms resistance. Reconnect the wiring to relays 34 and 35 in accordance with paragraph 2.Cof the service bulletin and conduct the propeller auto feathering check in accordance with paragraph 2.D of the service bulletin. 2. Alternate 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. 3. 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. This amendment becomes effective August 1, 1983.