Results
98-06-34: This amendment adopts a new airworthiness directive (AD), applicable to all Aerospatiale Model ATR-42 and ATR-72 series airplanes, that requires revising the Airplane Flight Manual (AFM) to modify the limitation that prohibits positioning the power levers below the flight idle stop during flight, and to provide a statement of the consequences of positioning the power levers below the flight idle stop during flight. This amendment is prompted by incidents and accidents involving airplanes equipped with turboprop engines in which the ground propeller beta range was used improperly during flight. The actions specified by this AD are intended to prevent loss of airplane controllability, or engine overspeed and consequent loss of engine power caused by the power levers being positioned below the flight idle stop while the airplane is in flight.
97-13-03: This amendment adopts a new airworthiness directive (AD), applicable to certain Gulfstream American (Frakes Aviation) Model G-73 (Mallard) series airplanes, that requires revising the Airplane Flight Manual (AFM) to prohibit positioning the power levers below the flight idle stop, and to provide a statement of consequences of positioning the power levers below the flight idle stop. This amendment is prompted by incidents and accidents involving airplanes equipped with turboprop engines in which the propeller beta was used improperly during flight. The actions specified by this AD are intended to prevent loss of airplane controllability, or engine overspeed and consequent loss of engine power caused by the power levers being positioned below the flight idle stop while the airplane is in flight.
98-07-01: This amendment adopts a new airworthiness directive (AD), applicable to certain British Aerospace BAe Model ATP airplanes, that requires inspections and tests for damage of the engine power cables, and replacement of any damaged cable with a new cable. This amendment also provides for optional modification of the engine power control cable pulley assembly. This amendment is prompted by a report of failure of an engine power cable, which could cause loss of function of the power control levers on the console. The actions specified by this AD are intended to prevent loss of function of the power control levers on the console, and subsequent loss of normal control of engine power.
97-11-03: This amendment adopts a new airworthiness directive (AD), applicable to all Airbus Model A300 series airplanes, that requires inspections of the lower door surrounding structure to detect cracks and corrosion, and repair, if necessary. This amendment also requires inspections to detect cracking of the holes of the corner doublers, the fail-safe ring, and the door frames of the door structures; and repair, if necessary. In addition, this amendment will also require modification of the passenger/crew door frames, which, when accomplished, terminates certain inspections. This amendment is prompted by reports indicating that corrosion was found behind the scuff plates at exit and cargo doors, and fatigue cracks originated from certain fastener holes located in adjacent structure. The actions specified by this AD are intended to detect and correct such corrosion and fatigue cracking, which could result in reduced structural integrity of the door surroundings.
98-04-10: This amendment adopts a new airworthiness directive (AD), applicable to all Airbus Model A300 and A300-600 series airplanes, that requires repetitive inspections for cracking of the lugs of hinge brackets of inner airbrakes (spoilers) No. 1 and No. 2, and corrective action, if necessary. This amendment is prompted by the issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent detachment of the spoilers and consequent reduced controllability of the airplane.
99-03-11: This amendment adopts a new airworthiness directive (AD) that applies to certain Raytheon Aircraft Company (Raytheon) Beech Model 60 airplanes. This AD requires modifying the aircraft cabin heat control wiring. This AD is the result of an incident on one of the affected airplanes where the circuit control that operates the aircraft cabin heater overheated and caused the cabin heater to shut down during in-flight operation. The actions specified by this AD are intended to prevent this circuit from overheating because of the current wiring design, which could result in possible smoke/fire if the heating system continued to operate in an "over-temperature" condition. Comments for inclusion in the Rules Docket must be received on or before April 8, 1999.
98-04-34: This amendment adopts a new airworthiness directive (AD), applicable to all Mitsubishi Model YS-11 and YS-11A series airplanes, that requires revising the Airplane Flight Manual (AFM) to specify procedures that will prohibit flight in severe icing conditions (as determined by certain visual cues), limit or prohibit the use of various flight control devices while in severe icing conditions, and provide the flight crew with recognition cues for, and procedures for exiting from, severe icing conditions. This amendment is prompted by results of a review of the requirements for certification of the airplane in icing conditions, new information on the icing environment, and icing data provided currently to the flight crews. The actions specified by this AD are intended to minimize the potential hazards associated with operating the airplane in severe icing conditions by providing more clearly defined procedures and limitations associated with such conditions.
98-08-06: This amendment adopts a new airworthiness directive (AD) that applies to AERMACCHI S.p.A. S.205 series and Models S.208 and S.208A airplanes. This AD requires inspecting all flight control cables (elevator control, aileron control, rudder, flaps, nose gear steering, parking brake, safety belts, and autopilot systems) for cracks in the eye end, and replacing any control cable with any crack in the eye end. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Italy. The actions specified by this AD are intended to prevent loss of critical airplane functions because of cracked flight control cables, which could result in loss of control of the airplane if occurring during flight.
98-05-02: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Cessna Model 750 airplanes. This action requires repetitive lubrication of the aileron feel cartridge assembly shaft. This action also requires replacement of the roll feel and centering bungee assembly with an improved assembly, which constitutes terminating action for the repetitive lubrication. This amendment is prompted by reports of partial to full jamming of the aileron control circuit during flight of the airplane. The actions specified in this AD are intended to prevent the possibility of accumulation of ice on the aileron feel cartridge assembly shaft, which could result in jamming of the aileron control circuit, and consequent reduced controllability of the airplane.
98-11-09: This amendment adopts a new airworthiness directive (AD), applicable to certain EMBRAER Model EMB-145 series airplanes, that requires a one-time visual inspection of the pilot valve harness tubes for bulges and cracks, cleaning the tubes, applying sealant at the tube end opening, and replacing any discrepant tubes with serviceable tubes. This amendment also requires replacement of the pilot valve harness tubes and vent valve tubes with new tubes having improved anti-corrosion protection. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent cracking of the pilot valve harness tubes, which could allow fuel to enter the conduit and leak overboard; this condition could result in increased risk of a fuel tank explosion and fire.
98-09-03: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A310 and A300-600 series airplanes, that requires a one-time, detailed visual inspection for discrepancies of the electrical bundles in the power generation compartment, and corrective actions, if necessary. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent chafing and consequent damage to the electrical generation wires in the 101VU panel, which could result in a loss of electrical generation channels.
75-22-07: 75-22-07 SOCIETE NATIONALE INDUSTRIELLE AEROSPATIALE: Amendment 39- 2401. Applies to SA341G helicopters, certificated in all categories, equipped with main gear boxes P/N 341A.32.1000.01, .02, .03, or .05 with less than 25 hours time in service since new or overhauled, and that have not been altered in accordance with AMS 07.7077. Compliance is required until the accumulation of 25 hours time in service on new and newly overhauled main gear box. To detect main gear box (MGB) defects, accomplish the following: (a) Before each flight after the effective date of this AD check the MGB magnetic plug for particles and check the main gear box for abnormal friction points or noise by slowly rotating the main rotor by hand. (b) Before the first flight of each day after the effective date of this AD or within intervals of 5 hours MGB time in service after the last inspection, whichever occurs first, check the MGB oil filter for foreign metallic particles. (c) If highly heated and laminated (black) particles appear on the magnetic plug, or if fine particles deposited on the magnetic plug are preceded or accompanied by bronze particles left in the main gear box oil filter, or if abnormal friction points or noise is detected on the main gear box, prior to further flight replace main gear box with a serviceable part of the same part number incorporating Modification AMS 07.7077, or an FAA-approved equivalent. The checks required by this AD may be performed by the pilot. (Aerospatiale's Service Bulletin No. 05.10 dated February 7, 1975, refers to this subject). This amendment becomes effective November 3, 1975.
71-18-02: 71-18-02 MCCAULEY: Amdt. 39-1274. Applies to Model 2AF34C55, 2AF34C55-A, B, C, D, E, F, G, H, HM, J, JM, K, KM, L, LM, M and N propellers. Compliance required as indicated, unless already accomplished. To prevent propeller counterweight assembly failures accomplish the following: (a) Propellers with 750 hours or more time in service as of the effective date of this airworthiness directive must be modified in accordance with paragraph (c) within the next 100 hours time in service. (b) Propellers with less than 750 hours in service as of the effective date of this airworthiness directive must be modified in accordance with paragraph (c) prior to the accumulation of 850 hours in service. (c) Modify propeller counterweight assembly in accordance with McCauley Service Bulletin Nos. 93 dated 21 April 1971 and 93-1 dated 30 June 1971 or later FAA approved revision or an equivalent method approved by the Chief, Engineering and Manufacturing Branch, Eastern Region.NOTE: McCauley Service Bulletin 93-2 lists serial numbers of 2AF34C55N propeller hub assemblies which were in compliance with this airworthiness directive when shipped from the manufacturer. This amendment is effective August 31, 1971.
70-25-08: 70-25-08 PRATT & WHITNEY: Amdt. 39-1084. Applies to all Pratt & Whitney aircraft JT8D series turbofan engines which incorporate Part Number 500507 seventh stage compressor rotor disc with serial numbers listed in Pratt & Whitney Service Bulletin No. 2817, Rev. No. 1, dated 18 September 1970. Compliance required as indicated after the effective date of this airworthiness directive unless already accomplished. To preclude seventh stage compressor rotor disc failures as the result of suspected material deficiency, accomplish the following: 1. Replace discs with 2700 cycles or more in service within the next 30 cycles in service. 2. Replace discs with 2300 cycles, but less than 2700 cycles in service, within the next 100 cycles in service, but prior to accumulation of 2730 cycles. 3. Replace discs with 2000 cycles, but less than 2300 cycles in service, within the next 300 cycles in service, but prior to the accumulation of 2400 cycles. 4. Replace discs with less than 2000 cycles in service prior to the accumulation of 2300 cycles. The manufacturer's Service Bulletin identified and described in this directive is 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 this document from the manufacturer may obtain copies upon request from Pratt & Whitney Aircraft Division of United Aircraft Corporation, East Hartford, Conn. This document may also be examined at the FAA, Eastern Region, Federal Building, J. F. Kennedy International Airport, Jamaica, N.Y., at the FAA Headquarters, 800 Independence Avenue, S.W., Washington, D.C. A historical file on this AD which includes the incorporated material in full is maintained by the FAA at its headquarters in Washington, D.C., and in the Eastern Region. This amendment is effective December 15, 1970 and was effective October 2, 1970, for all recipients of the telegram dated October 2, 1970, which contained this amendment.
71-17-02: 71-17-02 BOEING: Amendment 39-1268. Applies to Boeing Model 747 Series airplanes certificated in all categories. \n\n\tCompliance required as indicated. \n\tTo prevent body gear steer input on takeoff or landing, accomplish the following: \n\n\ta.\tWithin 100 hours' time in service after the effective date of this AD, unless already accomplished amend the Boeing B-747 Airplane Flight Manual, Certificate Limitations Section (used by each operator) by incorporating the following: \n\n\t"MISCELLANEOUS \n\tBODY GEAR STEERING. When aligned with the runway for takeoff and prior to advancing thrust levers, deactivate the body gear steering and leave deactivated until reaching taxi speed after landing, or refused takeoff." \n\n\tAs an interim acceptable procedure, deactivation of the body gear steering may be accomplished by disarming the circuit breaker identified on the circuit breaker panel as "Body Gear Steering Arm and Ind". \n\n\tb.\tOn or before January 1, 1972, unless already accomplished, install manually operated body gear steering arm/disarm switch per Boeing Service Bulletin 32-2113, dated July 23, 1971, or later FAA approved revision, or an equivalent installation approved by the Chief, Aircraft Engineering Division, FAA Western Region. Upon accomplishment of this installation, discontinue use of the circuit breaker to disarm the body gear per (a) above. The Airplane Flight Manual amendment per (a) above continues in full force and effect. \n\n\tThis amendment becomes effective August 17, 1971.
75-02-04: 75-02-04 GENERAL DYNAMICS: Amendment 39-2069. Applies to Models 22, 22M, 30, and 30A series airplanes, certificated in all categories. Compliance required as indicated. To reduce potential fire hazard existing in lavatory waste containers of General Dynamics Models 22, 22M, 30, and 30A series airplanes, accomplish the following: (a) Within 300 hours time in service from the effective date of this airworthiness directive, unless already accomplished within the last 1,000 hours, perform a thorough inspection of all electrical appurtenances, including wiring, terminal boxes, switches and hot water heaters physically located within lavatory waste container areas for wear, abrasion and corrosion. Repair or replace as necessary. (b) By December 31, 1975, unless already accomplished, modify the existing lavatory waste containers in accordance with the following General Dynamics Service Bulletins, as applicable, or later FAA-approved revisions, or in a manner approved bythe Chief, Aircraft Engineering Division, FAA Western Region: MODEL SERVICE BULLETIN NUMBER 22 25-102A 22M 25-25A 30, 30A 25-34A (c) Aircraft may be operated to a base for accomplishment of maintenance required under this airworthiness directive, per FAR's 21.197 and 21.199. This amendment becomes effective January 24, 1975.
67-06-05: 67-06-05 SCHEIBE-FLUGZEUGBAU: Amdt. 39-351 Part 39 Federal Register February 24, 1967. Applies to Model Bergfalke II/55 Gliders, all Serial Numbers, and Model Bergfalke III Gliders, Serial Numbers 5500 through 5586. Compliance required as indicated. To detect cracks on the aileron bell crank, Drawing No. 104B.41-S3, located in the outer wing section, accomplish the following: (a) Within the next 10 hours' time in service after the effective date of this AD, unless already accomplished within the last 40 hours' time in service and thereafter at intervals not to exceed 50 hours' time in service from the date of the last inspection, visually inspect the aileron bell cranks, Drawing No. 104B.41-S3, in the left and right outer wing section for cracks using a mirror, and at least a two-powered glass. If cracks are detected during any of these inspections, comply with (b) of this AD. (b) Replace aileron bell cranks, Drawing No. 104B.41-S3, found cracked during the inspectionprovided for in (a) before further flight with a new reinforced aileron bell crank, Drawing No. 104B.41-S3-E1. (c) The requirements of this AD are not applicable to those gliders that have been equipped with aileron bell cranks, Drawing No. 104B.41-S3-E1, in the outer wing section. (Scheibe-Flugzeugbau Technical Information Bulletin I/66 pertains to this subject.) This directive effective March 1, 1967.
75-15-02: 75-15-02 HUGHES HELICOPTERS: Amendment 39-2259. Applies to all Hughes Model 269A, 269A-1, and 269B helicopters, certificated in all categories, and military TH-55A helicopters, as indicated herein. Compliance required as indicated. To prevent possible loss of control of the throttle and loss of control of engine power due to cracking and separation of aluminum throttle gear sector, P/N 269A7223 (Basic), with nominal 129 degrees of teeth, accomplish the following: (A) Within 25 hours additional time in service, after the effective date this AD, unless already accomplished: (1) Gain access to the throttle sector gears in the collective sticks at the lower throttle control housings and inspect through the housing cover plates, or by equivalent means, to determine if the gear sectors are steel or aluminum. Observe the nominal included angle of the aluminum gear sector teeth. NOTE: The manufacturer has identified three types of throttle gear sectors in the Hughes 269 helicopter which are unidentified by part number on the helicopter. The three gear sectors can be identified as follows: (a) The P/N 269A7223-3 gear sector is a steel bevel gear having a nominal included angle between the gear teeth of 304 degrees. The gear has a pre-drilled hole approximately .05 inches minimum distance from the boss end to accept a spring pin (roll pin) and a cotter pin for assembly with the mating left hand or right hand factory pre-drilled aluminum shaft. (b) A P/N 269A7223 (Basic) gear sector is identical to the -3 gear, except the gear has been fabricated from aluminum and has a nominal included sector angle between the gear teeth of 304 degrees. (c) A P/N 269A7223 (Basic) gear sector is an aluminum gear having a nominal included angle between the gear teeth of 129 degrees and has a pre-drilled hole approximately .05 inches minimum distance from the boss end to accept a roll pin and cotter pin during assembly with the mating left handor right hand factory pre-drilled aluminum shaft. (2) Remove the left hand (applicable to dual controls) and right hand aluminum gear sector assemblies (throttle sector gearshaft assemblies) from the helicopter which have an included angle between the gear sector teeth of 129 degrees and identify the gear sector portion per paragraph (A)(7). (3) Install new steel type throttle gearshaft assemblies having the following part numbers: P/N 269A7707-3(L.H.) or P/N 269A7707-7(L.H.) in the left throttle housing position and a P/N 269A7269-3(R.H.) in the right throttle housing position. (4) If the preceding part number throttle gearshaft assemblies cannot be procured from the manufacturer for compliance with this AD, accomplish the installation required in paragraph (A)(3) in accordance with the following procedure: (a) Procure a new P/N 269A7223-3 steel gear sector. (If a P/N 269A7223-3 steel gear sector cannot be procured from the manufacturer, only because of lackof availability of this part, the P/N 269A7223 (Basic) aluminum gear sector which has 304 degrees included angle between the gear sector teeth may be used as no service problems pertaining to cracking with this gear sector have been reported.) (b) Remove the P/N 269A7223 (Basic) aluminum gear sector having an included angle between the gear teeth of 129 degrees from the mating aluminum shaft by removing the cotter pin and the roll pin. The aluminum shaft is comprised of two different part number shafts, differing essentially in length. The P/N 269A7708(L.H.) shaft is located in the left throttle housing for dual control helicopters and a P/N 269A7271(R.H.) shaft is located on the right throttle housing. (c) Using a magnifying glass having at least 10X power, perform a close visual inspection of the shaft hole for cracks, corrosion, wear, scoring, hole elongation at the inside hole diameter which accepts the roll pin, or other defects. (d) Measure and record the left hand (if applicable) and right hand shaft hole inside diameter which accepts the roll pin. The acceptable dimensions for the inside hole diameter are .156 inches to .160 inches. (e) Measure and record the shaft outside diameter. The acceptable dimensions for the outside diameter of the left hand and right hand shaft are .6240 inches to .6250 inches. (f) Measure and record the existing inside diameter of the hole in the P/N 269A7223-3 steel sector gears and confirm that it measures .156 inches to .160 inches. (g) If the existing shaft and new sector gear are found acceptable, install the P/N 269A7223-3 steel gear sector on the mating aluminum shaft. Assure that the center line of the hole in the gear and the center line of the hole in the shaft are in accurate alignment. While maintaining alignment, press the P/N NAS561-5-14 roll pin through the gear and shaft hole with the chamfered end of the roll pin in the starting position and secure with a P/N AN381-3-20 cotter key. Seal with zinc chromate primer. If excessive force is required to press the roll pin in place, misalignment between the holes may have occurred and will require re-inspection for possible damage to the aluminum shaft hole. Tapering the roll pin beyond the existing chamfered end to allow for easy insertion of the roll pin is unacceptable. NOTE: The manufacturer has introduced a two piece optional roll pin configuration into production for the left hand throttle gearshaft assembly to improve the procedures for adjusting the AN932-2 pipe plug. Field fabrication of this dual roll pin design is not permissible in the field unless procedures are approved by the Chief, Aircraft Engineering Division, FAA Western Region. (h) Identify by ink stamping the letter "A" on the outer gear sector diameter of the gears. (i) Any shafts in stock which have not been pre-drilled by Hughes Helicopters may not be installed. Drilling of shafts in the field is not permissible unless special equipment and procedures are approved by the Chief, Aircraft Engineering Division, FAA Western Region. (5) Inspect on a one-time basis, those gear sectors which have been field assembled per paragraph (A)(4), after the accumulation of 250 hours additional time in service and before accumulating 300 hours additional time in service per the following procedures: Inspect the gearshaft assemblies for corrosion or other defects and determine if radial or axial play exists between the gear and the shaft. If any perceptible play exists, the shaft hole may be elongated or other defects may exist which will require disassembly of the gear from the shaft and inspection per paragraph (A)(4) or replacement per paragraph (A)(3). (6) Record inspections and modifications by paragraph numbers in compliance with this AD in the Aircraft Maintenance Records in accordance with FAR 91.173. (7) Identify in a conspicuous manner that the part is not serviceable to prevent inadvertent return to service, those throttle gear sectors, shafts, or throttle gearshaft assemblies that have been removed from service due to the provisions of this AD. (8) For additional procedures concerning removal, installation and inspection of throttle gearshaft assemblies refer to Hughes Model 269 Series Helicopter Basic Handbook of Maintenance Instructions, issued April 1, 1974, Revision No. 2, January 1974, or later revisions. Operators are cautioned to carefully observe the following manual requirements: (a) Proper shimming between the gear sector and shaft bearing to stay within allowable backlash limits. (b) Proper fit and seating of the bearings against the bore shoulder and proper application of loctite. (c) Proper determination that gears do not bind and checking for damage if binding occurs. (d) Proper tightening of the pipe plug for a push fit with zero play between rod and gearshaft. (e) Proper alighment of heel edge of the gear teeth on the sector gear and the pinion. (f) Proper rigging of the gear sector position in relation to the throttle pinion and the pilot's throttle grip. (B) Within 25 hours additional time in service, after the effective date of this AD, unless already accomplished, operators of: (1) Helicopters which, as of the effective date of this AD, have had the factory installed aluminum throttle gear sectors replaced with either steel or aluminum gear sectors as replacements; or (2) Helicopters which, as of the effective date of this AD, incorporate throttle gearshaft assemblies of any type which were assembled in the field with shafts drilled at other than the Hughes production facility; shall perform the inspections and replacements described in paragraphs (A)(3) through (A)(8), above. (C) Equivalent inspection and modification procedures for the throttle gear sector, shaft and gearshaft assembly may be approved by the Chief, Aircraft Engineering Division, FAA Western Region. (D) Aircraft may be operated to a base for accomplishment of that maintenance required by this AD, per FAR's 21.197 and 21.199. This amendment becomes effective July 15, 1975.
72-23-04: 72-23-04 NORTH AMERICAN ROCKWELL: Amdt. 39-1553. Applies to Sabreliner Model NA-265-40, Serial Numbers 282-1 thru 282-97; Model NA-265-50, Serial Number 287-1; and Model NA-265-60, Serial Numbers 306-1 thru 306-63. Compliance required within the next 100 hours' time in service, but not later than 90 days after the effective date of this A.D., whichever occurs first, unless already accomplished within the last 2300 hours' time in service, and thereafter at intervals not to exceed 2400 hours' time in service or 2400 landings, whichever occurs first, from the last inspection. To detect and remove cracks, tool marks, nicks, scratches, rust or other minor surface blemishes, inspect and rework the main landing gear outer strut cylinder and inner trunnion (cone shaped) surface in accordance with the inspection and rework provisions of North American Rockwell Sabreliner Service Bulletin No. 72-15 dated 30 October 1972 or later FAA-approved revision, or an equivalent procedure approved by the Chief, Aircraft Engineering Division, FAA Western Region. This amendment becomes effective November 11, 1972.
66-24-03: 66-24-03 BRITISH AIRCRAFT: Amdt. 39-292 Part 39 Federal Register October 4, 1966. Applies to Model BAC 1-11 200 and 400 Series Airplanes. Compliance required as indicated. To prevent fatigue failures of the Belleville washer stack of the nose undercarriage up/down lock jack, P/N AB44A39 (200 Series) and P/N AK44A39 (400 Series), accomplish the following: (a) For airplanes with Belleville washer stacks, P/N AB44B67, with less than 2,300 landings on the effective date of this AD, remove stacks from service before the accumulation of 2,500 landings. (b) For airplanes with Belleville washer stacks, P/N AB44B67, with 2,300 or more landings on the effective date of this AD, remove stacks from service within the next 200 landings. (c) For airplanes with Belleville washer stacks, P/N AB44-1791, (with BAC Modification PM2437 washers) with less than 7,800 landings on the effective date of this AD, remove stacks from service before the accumulation of 8,000 landings.(d) For airplanes with Belleville washer stacks, P/N AB44-1791, (with BAC Modification PM2437 washers) with 7,800 or more landings on the effective date of this AD, remove stacks from service within the next 200 landings. (e) For the purpose of complying with this AD, subject to acceptance by the assigned FAA maintenance inspector, the number of landings may be determined by dividing each airplane's hours' time in service by the operator's fleet average time from takeoff to landing for the airplane type. (British Aircraft Corporation (B.A.C.) Ltd. Alert Service Bulletin No. 32-A-PM2437 pertains to this subject.) This directive effective November 3, 1966.
75-17-06: 75-17-06 SIAI-MARCHETTI: Amendment 39-2307. Applies to Models F.260 and F.260B, all serial numbers, certificated in all categories. Compliance is required within the next 10 hours time in service after the effective date of this AD, unless already accomplished. To provide instructions for the correct operation of the emergency landing gear control, replace the "Emergency Landing Gear Extension" procedure set forth on page 9 of the airplane Flight Manual with a copy of the procedure set forth in SIAI Service Bulletin S.B.No.260B5, dated December 23, 1970, or an FAA-approved equivalent. Retain a copy of the procedure of Service Bulletin S.B.No. 260B5, or an FAA-approved equivalent, in the airplane Flight Manual until the procedure has been incorporated by the approved revision dated August 9, 1973 into the airplane Flight Manual. This amendment becomes effective August 15, 1975.
75-07-09: 75-07-09 MCDONNELL DOUGLAS: Amendment 39-2143. Applies to all McDonnell Douglas Models DC-10-10, DC-10-10F, DC-10-30, DC-10-30F and DC-10-40 Airplanes, certificated in all categories. \n\n\tCompliance required within the next 300 hours' time in service, after the effective date of this AD, unless already accomplished. \n\n\tTo prevent the possibility of electrical shock resulting from electrical short circuits to insufficiently grounded overhead and engineer's panels in the flight deck, install bonding jumpers in accordance with McDonnell Douglas Service Bulletin 24-45, Revision 2, dated December 2, 1974, and 24-62, dated July 15, 1974, or later FAA-approved revisions, or equivalent modifications approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tAn airplane may be flown to a base for the performance of the work required by this AD per FAR's 21.197 and 21.199. \n\n\tThis amendment becomes effective May 1, 1975.
58-18-01: 58-18-01 HAMILTON STANDARD: Applies to All Hamilton Standard Propellers Controlled by 5U18 Governors and Installed on TC18DA and TC18EA Series Engines. Compliance required at first governor overhaul after December 1, 1958, but not later than June 1, 1959. Adverse environmental conditions in the propeller governor resulting from certain types of engine failure have caused improper operation of the governor in such a manner as to result in propeller overspeeding, failure to feather and reversing when feathering was initiated. In order to minimize the possibility of such occurrences, provide a means for feathering that will be independent of the low pressure relief and pilot valves incorporated in the 5U18 governors. Installation of the Deterjet Model DJ-1025 governor bypass valve or replacement of the 5U18 governor by the Hamilton Standard 5AA22 governor are considered acceptable means to accomplish the desired objective. (installation of Deterjet Model DJ-1025 on Douglas DC-7C approved under Supplemental Type Certificate SA4-507.) (Deterjet Service Bulletin No.1 and Hamilton Standard Bulletin No. 561 cover this same subject.)
73-26-10: 73-26-10 GENERAL DYNAMICS: Amdt. 39-1765. Applies to all Models 22, 22M, and 30A airplanes certificated in all categories incorporating Hamilton Standard Electric Freon Packs Part Numbers 574056 or 573970 (Model 22), P/N 573971 (Model 22M), P/N 574057 (Model 30A). Compliance required as indicated. To prevent partial or total loss of generator power due to electric freon pack compressor motor failure, accomplish the following: (a) Model 22 airplanes. Within 50 hours' time in service after the effective date of this AD, unless already accomplished, replace the freon pack fuses with LPN 110 fuses, per paragraph 2B., Accomplishment Instructions, General Dynamics Service Bulletin 880 S.B. No. 24-56, dated November 21, 1973, or later FAA-approved revisions. Airplanes with existing fuses rated at 110 amperes or less need not accomplish the foregoing installation. (b) Models 22, 22M and 30A airplanes. Within 300 hours' time in service after the effective dateof this AD, unless already accomplished, modify the freon pack compressor motor protectors, P/N 573667, per paragraph 2A., Accomplishment Instructions General Dynamics Service Bulletins 880 S.B. No. 24-56, dated November 21, 1973 (for Model 22), 880M S.B. No. 24-15, dated November 21, 1973 (for Model 22M), and 990 S.B. No. 24-16, dated November 21, 1973, (for Model 30A), or later FAA- approved revisions to the bulletins. (c) Equivalent installations may be approved by the Chief, Aircraft Engineering Division, FAA Western Region, upon submission of adequate substantiating data. (d) Airplanes may be operated to a maintenance base under special flight permits per Sections 21.197 and 21.199 of the Federal Aviation Regulations for the purpose of accomplishing this AD. This amendment becomes effective February 1, 1974.
75-13-02: 75-13-02 BEECH: Amendment 39-2239. Applies to Models 95, B95, B95A, D95A, E95 (Serial Numbers TD-2 through TD-721) airplanes. Compliance: Required as indicated, unless already accomplished. To reduce the possibility of operations that may impose excessive propeller blade vibration stresses, within the next 100 hours' time in service after the effective date of this AD, accomplish the following: A) Install a Beech P/N 95-324079-1 operational limitation placard adjacent to the manifold pressure indicator which reads: "DO NOT EXCEED 23" HG M.P. BELOW 2300 RPM" and install a corresponding Beech P/N 95-590014-69 flight manual supplement in the airplane flight manual and operate the aircraft in accordance with this limitation. B) Remove, functionally test, and calibrate the tachometer(s) to obtain an accuracy of + or - 25 rpm at 2300 rpm and 2700 rpm. C) Remove, functionally test, and calibrate the manifold pressure indicator(s) to obtain an accuracyof + or - .4 inch Hg at 2300 inches Hg manifold pressure. D) Replace any instruments not meeting the tolerances specified in Paragraphs B and C above with instruments that meet those tolerances. E) Any alternate method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. NOTE: The FAA asks that an M or D Report be filed stating the amount and direction of any error on any tachometer or manifold pressure indicator not meeting the specified tolerances at the initial check. (Reporting approved by Office of Management and Budget under OMB No. 04-R0174.) Beechcraft Service Instruction No. 0723-241 and Hartzell Propeller Service Bulletin No. 107A dated January 27, 1975, refer to this subject. This amendment becomes effective June 23, 1975.