Results
2017-22-02: We are adopting a new airworthiness directive (AD) for certain Ipeco Holdings Ltd. (Ipeco) pilot and co-pilot seats. This AD requires modification and reidentification of the affected seats. This AD was prompted by reports of unexpected movement of pilot and co-pilot seats on takeoff and landing. We are issuing this AD to address the unsafe condition on these products.
85-11-03: 85-11-03 BOEING: Amendment 39-5067. Applies to all Model 757 series airplanes equipped with Air Cruisers evacuation slides, part numbers (P/N) as specified in Boeing Service Bulletin 757-25-0040 dated December 21, 1984. To assure slides do not become unsafe due to porosity, accomplish the following, unless already accomplished. \n\n\tA.\tAccomplish inspection procedures in accordance with the service bulletin or later FAA-approved revisions, as follows: \n\n\t\t1.\tFor slides manufactured prior to six months before the effective date of this AD, accomplish the inspection within the next 12 months. \n\n\t\t2.\tFor all other slides, accomplish the inspection within 18 months after the date of manufacture.\n \n\t\t3.\tSlides which do not meet the limitations set forth in the service bulletin must be replaced with a serviceable slide prior to further flight. \n\n\tB.\tRepeat the inspection procedures of paragraph A., above, within 18 months after the last leak check inspection performed in accordance with the service bulletin, or later FAA- approved revisions. \n\n\tC.\tAlternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office. \n\n\tD.\tUpon request of an operator, an FAA Principal Maintenance Inspector, subject to prior approval by the Manager, Seattle Aircraft Certification Office, may adjust the compliance times if the request contains substantiating data to justify the request. \n\n\tE.\tAircraft may be ferried to a base for maintenance in accordance with Sections 21.197 and 21.199 of the Federal Aviation Regulations. \n\n\tThis amendment becomes effective June 28, 1985.
2017-22-05: We are superseding Airworthiness Directive (AD) 2013-15-03 for Eurocopter France Model AS350B, AS350BA, AS350B1, AS350B2, AS350B3, AS350C, AS350D, and AS350D1 helicopters. AD 2013-15-03 required inspecting the hydraulic pump drive pulley bearing (bearing) for leaks, rust, overheating, and condition. This new AD adds a requirement to grease the bearing and inspect for bronze particles in the grease, and changes the inspection and inspection intervals of the bearing until it is replaced with an improved bearing. This AD was prompted by additional reports of hydraulic pump drive belt failure caused by bearing seizures. The actions of this AD are intended to prevent an unsafe condition on these products.
2017-22-04: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 737-200, -200C, -300, -400, and -500 series airplanes. This AD was prompted by reports of skin doublers that disbonded from their skin panels. This AD requires repetitive inspections of fuselage skin panels, and applicable on-condition actions. We are issuing this AD to address the unsafe condition on these products.
60-20-01: 60-20-01 AERO COMMANDER: Amdt. 204 Part 507 Federal Register September 28, 1960. Applies to Models 680-E and 720, Serial Numbers 501, 623 Through 873 Except 820, 850, 860, 867 and 872. Compliance required within the next 100 hours' time in service after the effective date of this amendment. The manufacturer's inspection has determined a nonconformity with the approved design data and it is possible that aircraft in service may have the following nonconformity: AN 426AD-5 rivets have been installed instead of 3/16-inch huckbolts in the lower surface of the wing at the rear spar between wing station 54 and the inboard nacelle attach angle on both the left and right wings. (a) Inspection. Inspect the lower wing at rear spar between wing station 54 and the inboard nacelle attach angles on both the left and right wings to determine whether 3/16-inch huckbolts or AN 426AD-5 rivets have been installed. If the AN 426AD-5 rivets are installed, the wing shall be reworked as outlined in paragraph (b). (b) Rework. Remove flaps and wing trailing edge closeout skins on both left and right wings. Drill out the AN 426AD-5 rivets and replace with AN 426AD-6 rivets. These rivet heads will protrude below the wing surface by approximately 0.030 inch. Do not overdrive the rivets in an attempt to sink them completely. Measure the distance between the rivet which passes through the wing skin and rear spar cap at wing station 54 and the screw which passes through the inboard nacelle attach angle. This distance should be approximately 4.5 inches and should contain six rivets (0.75 inch on center) and the screw. If only five rivets exists in this area, a brazier head rivet (AN 456AD-6) must be added between the nacelle attach angle screw and the next rivet inboard. If sufficient space does not exist to permit minimum rivet to rivet spacing of three rivet diameters, contact the Service Department, Aero Design & Engineering Company for approved repairinstructions. Replace flaps and left and right wing trailing edge skins. (Aero Design Service Bulletin No. 62 covers this same subject.) This directive effective October 28, 1960.
63-15-06: 63-15-06 PIAGGIO: Amdt. 591 Part 507 Federal Register July 24, 1963. Applies to Model P.166 Aircraft, Serial Numbers 1, through 403. Compliance required within 25 hours' time in service after the effective date of this AD. To preclude failure of the elevator trim tab control system and lever, P/N 5069, because of unsound welding seams, accomplish the following: (a) Inspect right and left levers, P/N's 5069.03 and 5069.02, respectively, for cracks or unsatisfactory machining in accordance with Piaggio Service Bulletin No. 166-30 dated February 1, 1963. (b) If any defects specified in the service bulletin are found, before further flight replace the lever with a lever inspected and found to have no defects. This directive effective August 23, 1963.
2017-21-08: We are adopting a new airworthiness directive (AD) for all Airbus Model A310 series airplanes. This AD was prompted by a revision of certain airworthiness limitation items (ALI) documents, which require more restrictive maintenance requirements and airworthiness limitations. This AD requires revising the maintenance or inspection program to incorporate the maintenance requirements and airworthiness limitations. We are issuing this AD to address the unsafe condition on these products.
2017-21-04: We are adopting a new airworthiness directive (AD) for certain Gulfstream Aerospace LP Model Gulfstream G150 airplanes. This AD was prompted by a report indicating that the main entrance door (MED) opened during flight, and by the determination that the ``CABIN DOOR UNLOCK'' crew alerting system (CAS) message may extinguish before the handle latch pin is fully engaged. This AD requires accomplishing an updated rigging procedure for the adjustment of the MED microswitch. We are issuing this AD to address the unsafe condition on these products.
2017-21-03: We are adopting a new airworthiness directive (AD) for certain Gulfstream Aerospace LP Model Gulfstream 100, Astra SPX, and 1125 Westwind Astra airplanes. This AD was prompted by a report indicating that the main entrance door (MED) opened during flight, and by the determination that the ``CABIN DOOR UNLOCK'' crew alerting system (CAS) message may extinguish before the handle latch pin is fully engaged. This AD requires accomplishing an updated rigging procedure for the adjustment of the MED microswitch. We are issuing this AD to address the unsafe condition on these products.
60-16-01: 60-16-01 BEECH: Amdt. 186 Part 507 Federal Register August 4, 1960. Applies to All Model C45G, C45H, TC45G, and TC45H Airplanes Which Have Been Converted From Military Status to Civil Certification. Compliance required not later than October 1, 1960. The emergency position switch of the electrical turn and bank indicator that bypasses the master switch arrangement contrary to CAR 3.688, must be removed. The live wire connected to the switch must be disconnected at the battery terminal and either removed from the airplane or carefully insulated and secured. Passenger seats (P/N 734-183302) which partially block the emergency exit must be removed, relocated, or reversed to provide a clear and unobstructed opening as required by CAR 3.387. Two configurations of seat P/N 734-183302 were delivered to the military only one of which has been structurally substantiated for aft facing mounting. This seat can be identified by the triangular shaped closed rear leg formed from 2 sheets of 0.040 alal with a long stiffening bead on the outer face of the leg. FAA approval must be obtained for any modification of the seating arrangement, other than removing or reversing (if applicable) the obstructing seat.
61-13-01: 61-13-01 CONVAIR: Amdt. 297 Part 507 Federal Register June 20, 1961. Applies to All Model 22 (880) Aircraft. Instances of fire due to overheating of Bussman 60 and 70 amp type ACO and ACY limiters in the freon compressor and recirculation fan motor circuits have occurred. To preclude fires of this type, the following modifications must be accomplished: Unless already accomplished, compliance with items (a) and (b) is required within the next 130 hours' time in service: (a) Replace the Bussman 60 and 70 amp type ACO and ACY limiters and their holders which are located in the AC power distribution box with type AHB limiters and their holders. (b) Replace the nameplates adjacent to the 60 and 70 amp limiters with similar nameplates made of a fire resistant material such as impregnated fiberglass. (Convair Service Bulletin No. 24-42 covers this same subject.) This directive effective June 20, 1961.
64-28-02: 64-28-02 HUGHES: Amendment 39-617. Applies to Models 269A, 269A-1, 269A-2 and 269B helicopters. Compliance required as indicated. Due to inadequate lubrication of the main rotor blade flapping hinge bearings, binding has occurred, resulting in overstressing and failure of one main rotor blade. To prevent main rotor blade overstressing and failure, accomplish the following: (a) For helicopters having less than 100 hours' time in service on the effective date of this AD inspect the main rotor blade flapping hinge bearings for the condition indicated in (d), prior to the accumulation of 110 hours' time in service, unless already accomplished, and thereafter at periods not to exceed 400 hours' time in service from the last inspection. (b) For helicopters having 100 hours' or more time in service on the effective date of this AD inspect the main rotor blade flapping hinge bearings for the condition indicated in (d), within the next 10 hours' time in service, unless already accomplished within the last 390 hours' time in service, and thereafter at periods not to exceed 400 hours' time in service from the last inspection. (c) Within 10 hours' time in service, after the effective date of this AD, unless already accomplished within the last 15 hours' time in service, and thereafter at periods not to exceed 25 hours' time in service, apply MIL-G-25537 grease through the grease fittings to all main rotor blade flapping hinge bearings and inspect to ascertain that a thorough purging of the bearings has been achieved. If new grease does not exude from all six bearings, inspect the bearings at the location where the grease does not exude, for the condition indicated in (d), before further flight. (d) If bearings are found to be worn or damaged in excess of the limits specified in Hughes Service Information Notice No. 2A-39.1, 2A-1-06.1 or 2B-07-.1, remove from service before further flight. (e) If the inner race of any bearing is found to be brinelled or worn in excess of the 0.002 inch limit specified in Hughes Service Information Notice No. 2A-39.1, 2A-1-06.1 or 2B- 07.1, remove the corresponding main rotor blade from service before further flight, and conspicuously mark it to prevent inadvertent return to service. (f) If the inner race of any bearing is brinelled or worn, but not in excess of the 0.002 inch limit specified in Hughes Service Information Notice No. 2A-39.1, 2A-1-06.1 or 2B- 07.1, inspect the corresponding main rotor blade for skin cracks in the exposed areas adjacent to the edges of the blade root fitting beside the outboard bolt. Inspect both upper and lower surfaces of the blade, using a 4- to 6-power magnifying glass. If any cracks are found remove the blade from service before further flight. (g) Starting with the effective date of this AD, conduct initial and repetitive inspections of all main rotor blades in a manner and at periods specified in Hughes Service Information NoticesNo. 2A-38 dated September 9, 1964, No. 2A-1-05 dated September 14, 1964, and No. 2B-06 dated September 16, 1964, or later revisions approved by FAA Western Region Aircraft Engineering Division. (h) The following Hughes Service Information Notices or later FAA approved revisions are approved alternatives to those specified in (d), (e), (f) and (g) above: Notice No. N-10.1 dated December 14, 1967, is an approved alternate to Notices 2A-38, 2A-1-05 and 2B-06. Notice No. N-47 dated April 18, 1968, is an approved alternate to Notices 2A-39.1, 2A- 1-06.1 and 2B-07-.1. This amendment becomes effective on July 6, 1968.
2017-20-13: We are adopting a new airworthiness directive (AD) for PIAGGIO AERO INDUSTRIES S.p.A. Model P-180 airplanes. This AD results from mandatory continuing airworthiness information (MCAI) originated 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 disbonding of the upper and lower metal skin from the honeycomb core on the elevator assembly and other flight control surfaces. We are issuing this AD to require actions to address the unsafe condition on these products.
60-13-01: 60-13-01 DOUGLAS: Amdt. 173 Part 507 Federal Register June 24, 1960. Applies to All DC-8 Series Aircraft. \n\n\tCompliance required as indicated. \n\n\tSeveral cases of fuel dump chute oscillation have occurred during extension and retraction of the chutes. This has caused cracking of the chutes which may create a hazardous condition by allowing fuel impingement on the wing and flap when dumping fuel. Oscillation of dump chutes occurs at speeds in excess of 200 knots indicated airspeed. To prevent possible fuel dump chute cracking, the following action is required. \n\n\t(a) No later than 10 days following publication of this airworthiness directive in the Federal Register, the maximum speed for fuel dump chute operation and fuel dumping is restricted to not more than 200 knots indicated airspeed and the following placard shall be posted in full view of the pilot: \n\n\t"Do not exceed 200 KIAS when operating dump chute and dumping fuel." \n\n\tThe limitations section of the FAA approved airplane flight manual is hereby amended to incorporate this limitation. \n\n\t(b) Not later than the next periodic inspection ascertain that the dump cable control system is properly rigged in accordance with Douglas drawing No. 7651290 BS change. \n\n\t(c) The 200 knots indicated airspeed restriction may be removed from those aircraft which have been reworked in accordance with Douglas Service Bulletin 28-16, "Fuel-Fuel Dump System and Controls". \n\n\t(Douglas telegraphic alert Service Bulletin No. A28-16 covers the above speed limitation.) \n\n\tRevised January 25, 1961.
60-25-02: 60-25-02 LOCKHEED: Amdt. 229 Part 507 Federal Register December 2, 1960. Applies to All Model 188 Series Aircraft. Compliance required as indicated. As a result of reported cracked aileron counterweight attaching angles, the following is required: (a) At intervals not to exceed 300 hours' time in service, inspect for cracks in the angles which attach the aileron balance-weight brackets to the aileron spar at aileron Stations 13.85, 30.95, 48.01, 82.16, 116.31, 150.46 and 184.61. Cracked angles must be replaced before further flight. (b) The replacement of angles found to be cracked must be made in accordance with either (1) or (2). (1) Original angles may be replaced with parts having the same dimensions as the original parts but fabricated from 0.090-inch thickness AISI 8630 or AISI 4130 steel heat- treated to 150,000-170,000 p.s.i. ultimate tensile strength, cadmium plated and baked. Lockheed Process Specifications Nos. 522, 491, and 170 or FAA approved equivalent must be used for the respective processes indicated. (2) Original angles may be replaced in accordance with the instructions in the kits outlined in Lockheed Service Bulletin 88/SB-451 or FAA approved equivalent. This service bulletin also contains detailed instructions for accomplishing this modification. (c) After replacement of the original parts in accordance with the instructions in (b), subsequent inspections of replaced parts may then be made at normal inspection periods. This supersedes AD 60-11-04. This directive effective December 2, 1960.
80-03-06: 80-03-06 GENERAL ELECTRIC: Amendment 39-3683. Applies to General Electric CF6-6 series engines, Stage 2 HPT disks, Part Numbers 9083M48P01, 9084M52P02, 9084M52P05, 9137M15P01, and 9137M15P02. Compliance is required as indicated. To preclude disk failure due to fatigue, these disks are to be removed from service as follows: (a) All disks, except those noted in (c) below, which have more than 8400 cycles on the effective date of this AD are to be removed from service within 100 cycles. (b) All disks, except those noted in (c) below, which have less than 8400 cycles are to be removed before they accrue 8500 cycles. (c) Those disks, P/N 9137M15P02, with Serial Numbers MP036073, MP030786, MP030797, MP035005, and RPO24722 because of their refurbishment schedule shall be removed from service before they accrue 8800 cycles. (d) Other disks than those identified in (c) above may be allowed additional cycles on an individual basis when approved by the Chief, Engineering and Manufacturing Branch, FAA, Great Lakes Region. CF6-6 Service Bulletin 72-761 dated November 28, 1979 also applies to this subject. This amendment becomes effective on February 8, 1980.
64-14-05: 64-14-05 LOCKHEED: Amdt. 738 Part 507 Federal Register May 26, 1964. Applies to All Models 188A and 188C Series Aircraft on Which The Main Landing Gear Actuator Support Fitting, Lockheed P/N 800618, Has Accumulated More Than 5,000 Hours' Time in Service. Compliance required as indicated. To eliminate the possibility of jamming the main landing gear, accomplish the following: (a) For operators maintaining records of landings, within 225 landings after the effective date of this AD unless already accomplished within the last 775 landings, and thereafter at intervals not to exceed 1,000 landings, comply with (c). If a fitting is replaced in accordance with (d), the next inspection in accordance with (c) shall be accomplished within 5,225 landings from that time and at periodic intervals thereafter not to exceed 1,000 landings. Where past records of landings are unavailable, the number of landings prior to the effective date of this AD may be obtained by substituting one landing for each hour of time in service prior to the effective date of this AD. (b) For operators not maintaining records of landings, within 225 hours' time in service after the effective date of this AD, unless already accomplished within the last 775 hours' time in service and thereafter at intervals not to exceed 1,000 hours' time in service, comply with (c). If a fitting is replaced in accordance with (d), the next inspection in accordance with (c) shall be accomplished within 5,225 hours' time in service from that time and at periodic intervals thereafter not to exceed 1,000 hours' time in service. (c) Inspect the aft end of the main landing gear actuator support fittings for fatigue cracks in accordance with Lockheed 88 Alert Service Bulletin No. 599A, Section 2.A through 2.C or an FAA approved equivalent. (d) Replace cracked actuator support fittings detected during the accomplishment of (c) before further flight in accordance with Section 2.E(1) through 2.E(10) of Lockheed 88 Alert Service Bulletin No. 599A and Section 2 of Lockheed Service Bulletin No. 538 or equivalent approved by the Chief, Aircraft Engineering Division, FAA Western Region. (e) Spar cap cracks and plank cracks detected during compliance with Section 2.E(4) of 88/SB-599A shall be repaired in accordance with the Lockheed Structural Repair Manual or an equivalent approved by the Chief, Aircraft Engineering Division, FAA Western Region, before further flight, except that the aircraft may be ferried in accordance with the provisions of CAR 1.76 to the base at which the repairs are to be accomplished. (f) The periodic inspections described in (a) and (b) may be discontinued when P/N 800618-3 is replaced by P/N 841275-101 and P/N 800618-4 is replaced by P/N 841275-102. (g) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Aircraft Engineering Division, FAA Western Region, may adjust the repetitive inspection 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. (Lockheed Alert Service Bulletin Nos. 88/SB-599A and 88/SB-538 cover this same subject.) This directive effective June 26, 1964.
2017-20-12: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 737-100, -200, and -200C series airplanes. This AD was prompted by a report of incidents involving fatigue cracking in transport category airplanes that are approaching or have exceeded their design service objective and a structural reevaluation that was conducted by the manufacturer. This AD requires revising the maintenance or inspection program, as applicable, to add supplemental inspections. This AD also requires inspections to detect cracks in each structural significant item (SSI), and repair of any cracked structure. We are issuing this AD to address the unsafe condition on these products.
2017-20-04: We are adopting a new airworthiness directive (AD) for certain Airbus Model A300 B4-600, B4-600R, and F4-600R series airplanes, Model A300 C4-605R Variant F airplanes (collectively called Model A300-600 series airplanes), and Model A310 series airplanes. This AD was prompted by reports of unreliable airspeed indications that were caused by pitot heater resistance shorted to ground. This AD requires replacement of certain parts. We are issuing this AD to address the unsafe condition on these products.
60-09-04: 60-09-04 VICKERS: Amdt. 135 Part 507 Federal Register April 26, 1960. Applies to All Viscount Models 745D and 810 Series Aircraft. Compliance required as indicated. Due to cracks found in the flanges of the main undercarriage cross shaft bearing channels on the inboard and outboard sides of the rib at Station 131 on both wings, the following shall be accomplished: (a) Aircraft which have accumulated 4,000 flights, or more, must be visually inspected, at intervals not to exceed 160 hours' time in service beginning with the effective date of this AD, for cracks in the bearing channels (P/N 70103-1515ND and -1516ND for 700 Series aircraft; P/N 81003- 1061ND and -1062ND for 810 Series aircraft) on the inboard side of the rib in the wheel bay area. Cracked bearing channels must be either repaired and reinforced in accordance with Vickers Mod. D.2866, Parts (A) and (C) for Model 745D's, FG.1513 Part (A) and (C) for Model 810's or replaced and reinforced in accordance with Mod. D.2866 Part (A) and FG.1513 Part (A). Details of crack limits on repairable channels are specified in the respective Modification Leaflets. (b) If wheel bay channels are found cracked, the corresponding channels on the outboard side of the rib in the tank bay area must be either repaired and reinforced or replaced and reinforced at the same time as the inboard components. (c) Not later than April 1, 1961, aircraft which have accumulated 4,000 flights or more must incorporate reinforced inboard and outboard bearing channels at rib Station 131 on both right and left wings in accordance with Vickers Mod. Bulletin D.2866 Part (a) for Model 745D or FG.1513 Part (A) for Model 810 Series, except that aircraft may remain in service on or after April 1, 1961, without the incorporation of the reinforcements provided the following is accomplished in addition to the provisions of (a). (1) Aircraft must be inspected within the next 1,500 flights after April 1, 1961, andevery 1,000 flights thereafter, for cracks in the bearing channels (P/N 70103-1515ND and -1516ND for 700 Series aircraft; P/N 81003-1061ND and -1062ND for 810 Series aircraft) on the outboard side of the rib in the tank bay area. Cracked bearing channels must be repaired and reinforced per (a). (2) If tank bay channels are found cracked, the corresponding channels on the inboard side of the rib in the wheel bay area must be either repaired and reinforced or replaced and reinforced at the same time as the outboard components. (d) The inspections in (a) and (c)(1) are not required after incorporation of the reinforcements. (Vickers-Armstrongs PTL 211 and Mod. D.2866 for 700 Series aircraft and PTL 77 and Mod. FG. 1513 for 800/810 Series aircraft cover this subject.) Revised February 28, 1961.
80-16-02: 80-16-02 COSTRUZIONI AERONAUTICHE GIOVANNI AGUSTA: Amendment 39- 3860. Applies to Model A109A series helicopters, certificated in all categories, which have nose landing gear mount assembly, P/N 1808GR90 (Agusta P/N 109-0500-12-1), manufactured from forging lot SS5211, installed. Compliance required as indicated, unless already accomplished. To prevent failure of the nose landing gear, inspect the mount assembly, P/N 1808GR90 (Agusta P/N 109-0500-12-1), as follows: (a) Within 25 hours time in service after the effective date of this AD, inspect the nose landing gear strut mount, P/N 1808GR90 (Agusta P/N 109-0500-12-1), to determine the manufacturer's lot number as etched on the mount assembly below the shimmy control group. (b) If, as a result of the inspection required by paragraph (a) of this AD, the lot number is found to be other than SS5211, apply an identifying mark to the mount in accordance with "ACCOMPLISHMENT INSTRUCTIONS," Part I, paragraph 1.a., of Costruzioni Aeronautiche Giovanni Agusta Service Bulletin No. 109-14, dated February 12, 1979, (hereinafter referred to as the Service Bulletin), or an FAA-approved equivalent, and return to service. (c) If, as a result of the inspection required in paragraph (a) of this AD the lot number is found to be SS5211 or the lot number is not legible, or is non-existent, before further flight, except as provided in paragraph (j) of this AD, using a mirror and a light source, visually inspect the upper portion of the strut mount for cracking or evidence of cracking. NOTE: During the inspection required by paragraph (c) of this AD, particular attention should be directed to the actuating cylinder attach pin area and the mount horns attach area to the fuselage structure in accordance with the Service Bulletin, or an FAA-approved equivalent. (d) If, as a result of the inspection required in paragraph (c) of this AD, no cracking or evidence of cracking is found, return the helicopterto service and repeat the inspection in paragraph (c) of this AD before the first flight of each day, until paragraph (g) is accomplished. (e) If, as a result of the inspection required in paragraph (c) or (d) of this AD, cracking of the paint or other evidence of cracking is found, inspect the nose landing gear mount assembly as described in paragraph (c) of this AD using the flourescent penetrant method. (f) If, as a result of the inspection in paragraph (e) of this AD, no cracks are found, return the helicopter to service and repeat the inspection in paragraph (c) before the first flight of each day, until paragraph (g) is accomplished. (g) If, as a result of the inspection required in paragraphs (c), (d), (e) or (f) of this AD, cracking is found, before further flight, except as provided in paragraph (j) of this AD: (1) Accomplish paragraph (h) of this AD, and (2) Replace the nose landing gear strut mount assembly, P/N 1808GR90 (Agusta P/N 109-0500-12-1), with a new part of the same P/N with lot number other than SS5211, in accordance with "ACCOMPLISHMENT INSTRUCTIONS," PART II, paragraph 3 through 6, of the Service Bulletin, or an FAA-approved equivalent. (h) If, as a result of the inspections required in paragraph (c), (d), and (e) or (f) of this AD, removal of the nose landing gear is necessary, before reinstallation of the nose landing gear, visually inspect the cylinder aft fitting assembly, P/N 109-0501-19-5, and related attach components for cracks, warpage, elongation of holes and fretting in accordance with "ACCOMPLISHMENT INSTRUCTIONS," PART II, of the Service Bulletin, or an FAA- approved equivalent. Replace damaged components as necessary. (i) When paragraphs (g) has been accomplished, no further inspections are required by this AD. (j) The helicopter may be flown in accordance with FAR 21.197 and FAR 21.199 to a base where the inspection or replacement can be performed. (k) For the purpose of complyingwith this AD, an FAA-approved equivalent may be approved by the Chief, Aircraft Certification Staff, AEU-100, Europe, Africa and Middle East Office, Federal Aviation Administration, c/o American Embassy, Brussels, Belgium. This amendment becomes effective August 11, 1980.
60-10-08: 60-10-08 PIPER: Amdt. 149 Part 507 Federal Register May 13, 1960. Applies to All PA- 22, PA-20, PA-18 Airplanes Equipped With Two Wing Tanks. Compliance required prior to July 15, 1960, and every 100 hours' time in service thereafter. Several accidents have occurred involving engine fuel starvation attributed to a lack of detent action in the fuel selector valve (P/N 11383), causing the pilot to position the selector improperly. If the detent pin in the valve shaft is improperly centered or if the spring retaining washer is installed upside down, the pin will not engage the slotted detent washer. Therefore, the fuel selector valve in the above listed models must be thoroughly cycled to determine whether or not detent engagement is positive. There should be four distinct detents in one complete cycle. If detent engagement is not positive, the valve must be replaced prior to further flight. Also, determine if the position of the fuel valve handle at detent engagement coincides with the proper markings on the indicator plate. If the handle does not coincide with the markings, the plate must be repositioned accordingly. (Piper Service Bulletin No. 141 covers this subject.)
2017-20-07: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc., Model DHC-8-400 series airplanes. This AD was prompted by the failure of the fire control amplifier (FCA), which was likely caused by an electrical short in a discharged squib for a fire extinguishing bottle. This AD requires replacing certain circuit breakers. We are issuing this AD to address the unsafe condition on these products.
60-04-01: 60-04-01 BENDIX: Amendment 107 Part 507 Federal Register February 20, 1960. Applies to All Aircraft Public Address Speaker Systems Using the Bendix MI-51B Amspeaker, Serial Numbers 1001 To 1201, Which Have Carbon Resistors in Parallel With or in Lieu of Wire Wound Resistors R-103 and R-106. (Serial Numbers 1001 To 1051 May Have Been So Modified In Service.) Compliance required by June 1, 1960. Failures have occurred where the speaker cone of the MI-51B was destroyed by fire as a result of overheating of these carbon resistors, thus creating a possible hazardous condition. Due to the seriousness of the fire hazard associated with these failures, any carbon resistors paralleled with or substituted for resistors R-103 and R-106 shall be removed in accordance with either of the following methods: (a) Method No. 1. Clip out 3.9 ohm carbon resistors connected across wire wound resistors R-103 and R-106. (Removal of these resistors will reduce the audio output by approximately 10 percent.) (b) Method No. 2. Replace each of the parallel networks composed of 3.9 ohm carbon resistors in parallel with wire wound resistor R-103 and R-106, with a 0.75 ohm wire wound resistor (plus-minus 5 percent, 1/2 W). (Bendix Service Bulletin No. M-273 dated July 8, 1959 covers the same subject.)
2017-20-01: We are adopting a new airworthiness directive (AD) for all Honeywell International Inc. (Honeywell) TFE731-20 and TFE731-40 turbofan engines. This AD was prompted by two fan disks found with a manufacturing-caused flaw. This AD requires removing affected fan disks and replacing fan disks with a part eligible for installation. We are issuing this AD to address the unsafe condition on these products.