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70-10-03: 70-10-03 GENERAL DYNAMICS: Amdt. 39-985. Applies to General Dynamics Model 240 airplanes equipped with Rolls Royce MK 542-4/-4K engines and Dowty Rotol (C)R245/4- 40-4.5/13 propellers in accordance with General Dynamics Supplemental Type Certificate SA1054WE (hereinafter referred to as the CV-600) and General Dynamics Model 340 and 440 airplanes equipped with Rolls Royce MK 542-4/-4K engines and Dowty Rotol (c)R245/4-40- 4.5/13 or Dowty Rotol (c)R259/4-40-4.5/17 propellers in accordance with General Dynamics Supplemental Type Certificate SA1096WE (hereinafter referred to as the CV-640). Compliance required as indicated. To preclude the possibility of engine breather oil and fumes seeping around the engine oil breather overboard discharge tube and between the trough and deflector assembly and being drawn into the nacelle afterbody, accomplish the following: (a) Within 250 hours time in service after the effective date of this A.D. unless already accomplished install anextension of the engine oil breather overboard discharge tube in accordance with 2A. Part I of General Dynamics/Convair Service Bulletin 600(240D) S.B. No. 71-2B/640 (340D), S.B. No. 71-2B, dated 17 April 1970, Reissue B, or later FAA approved revisions, or an equivalent modification approved by the Chief, Aircraft Engineering Division, FAA Western Region. (b) Within 450 hours time in service unless already accomplished weld the breather tube to the collar of the trailing edge assembly of the trough installation to effect a positive seal in accordance with 2B Part II or 2C Part III of General Dynamics/Convair Service Bulletin 600(240D), S.B. No. 71-2B/640(340D) S.B. No. 71-2B dated 17 April 1970, Reissue B or later FAA approved revisions, or an equivalent modification approved by the Chief, Aircraft Engineering Division, FAA Western Region. (c) Concurrent with (a), above, and until (b) above is accomplished seal the area surrounding the oil breather tube at the nacelle afterbody trailing edge with HT-1 Stabond sealant or similar sealing material. Inspect this sealant every 50 hours time in service and replace sealant material as necessary. This supersedes Amendment 39-957, AD 70-06-06 (published in 35 F.R.4547). This amendment becomes effective May 12, 1970.
96-20-10: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Lockheed Model L-1011-385 series airplanes. This action requires inspections to detect cracking of the canted pressure bulkhead at fuselage station (FS) 1212, and inspections to detect cracking of the web at the fastener rows of the vertical stiffener-to-web; and repair or replacement of the web with a new web, if necessary. This amendment is prompted by a report of fatigue cracking of the canted pressure bulkhead at FS 1212. The actions specified in this AD are intended to detect and correct such fatigue cracking, which could result in blowout of a panel between adjacent stiffeners and consequent cabin depressurization.
2013-10-02: We are superseding an existing airworthiness directive (AD) for certain The Boeing Company Model 757-200 and -200PF series airplanes. That AD currently requires modifying the nacelle strut and wing structure, and repairing any damage found during the modification. This new AD specifies a maximum compliance time limit that overrides the optional threshold formula results. This AD was prompted by reports indicating that the actual operational loads applied to the nacelle are higher than the analytical loads that \n\n((Page 28730)) \n\nwere used during the initial design. Subsequent analysis and service history, which includes numerous reports of fatigue cracking on certain strut and wing structure, indicated that fatigue cracking can occur on the primary strut structure before an airplane reaches its design service objective. We are issuing this AD to prevent fatigue cracking in primary strut structure and consequent reduced structural integrity of the strut.
2004-18-15: This amendment supersedes an existing airworthiness directive (AD), applicable to McDonnell Douglas transport category airplanes listed above, that currently requires a one-time detailed inspection to determine if wire segments of the wire bundle routed through the feed- through on the aft side of the flight engineer's station are damaged or chafed, and corrective actions if necessary. That AD also requires revising the wire bundle support clamp installation at the flight engineer's station. For certain airplanes, this amendment requires a new revision of the wire bundle support clamp installation, and modification of a certain wire bundle. This amendment also reduces the applicability in the existing AD. The actions specified by this AD are intended to prevent chafing of the wire bundle located behind the flight engineer's panel caused by the wire bundle coming in contact with the lower edge of the feed-through, and consequent electrical arcing, which could result in smoke and fire in the cockpit. This action is intended to address the identified unsafe condition. \n\nDATES: Effective October 19, 2004. \n\n\tThe incorporation by reference of certain publications, as listed in the regulations, is approved by the Director of the Federal Register as of October 19, 2004. \n\n\tThe incorporation by reference of Boeing Alert Service Bulletin DC10-24A149, Revision 02, dated April 5, 2001, as listed in the regulations, was approved previously by the Director of the Federal Register as of January 16, 2002 (66 FR 64121, December 12, 2001). \n\n\tThe incorporation by reference of McDonnell Douglas Alert Service Bulletin DC10-24A149, Revision 01, dated July 28, 1999, as listed in the regulations, was approved previously by the Director of the Federal Register as of June 21, 2000 (65 FR 31253, May 17, 2000).
2013-09-06: We are superseding an existing airworthiness directive (AD) for [[Page 28728]] Agusta S.p.A. (Agusta) Model A119 and AW119 MKII helicopters. The existing AD currently requires inspecting the pilot and copilot engine rotary variable differential transformer (RVDT) control box assemblies to determine if the control gear locking pin is in its proper position. Since we issued that AD, Agusta has developed a terminating action for this inspection. This AD requires the same actions as the existing AD as well as modifying the RVDT control box assemblies. The actions of this AD are intended to prevent failure of an RVDT control box assembly, loss of manual control of the engine throttle, and subsequent loss of control of the helicopter.
68-25-04: 68-25-04 VICKERS: Amendment 39-691. Applies to Viscount Models 744, 745D and 810 Series Airplane. Compliance required as indicated unless already accomplished. To prevent fatigue failure of the nose wheel steering twin relief valve, P/N 70026 Sh. 35 at the valve body halves P/N 70026, Part 251 and Part 253, accomplish the following: (a) Inspect the valve body halves as specified in paragraph (b) at the following times: (1) Valves having less than 14,650 hours time in service on the effective date of the AD must be inspected prior to the accumulation of 15,000 hours time in service and thereafter at intervals not to exceed 2500 hours time in service. (2) Valves that have accumulated 14,650 or more but less than 20,000 hours time in service on the effective date of this AD must be inspected within the next 350 hours time in service and thereafter at intervals not to exceed 2500 hours time in service. (3) Valves that have accumulated 20,000 or more but lessthat 22,800 hours time in service on the effective date of this AD must be inspected within the next 350 hours time in service and thereafter at intervals not to exceed 1000 hours time in service. (4) Valves that have accumulated 22,800 or more hours time in service on the effective date of this AD must be inspected within the next 350 hours time in service. (b) Inspect the valve body halves for cracks at the fluid transfer holes by a dye penetrant method in accordance with British Aircraft Corporation Viscount Preliminary Technical Leaflet No. 265 Issue 2 (700 Series) or No. 128 Issue 2 (810 Series) or later ARB approved issue or an FAA approved equivalent. (c) Replace the valve body halves in accordance with paragraph (d) at the following times: (1) If cracks are found during the inspections required by paragraph (a), replace the valve body halves prior to further flight. (2) If no cracks are found during the inspections required by paragraph (a), replace the valve body halves as follows: (i) Valves having less than 14,650 hours time in service on the effective date of this AD, must be replaced before the accumulation of 20,000 hours time in service. (ii) Valves having 14,650 or more but less than 22,800 hours time in service on the effective date of this AD must be replaced before the accumulation of 23,500. (iii) Valves having 22,800 or more hours time in service on the effective date of this AD must be replaced within the next 750 hours time in service after the effective date of this AD. (d) Replace valve body halves with parts having the same part numbers which have been inspected and found to have no cracks or with new valve body halves P/N 70026-637-639. (e) Valves of the same part numbers used as replacements must continue to be inspected in accordance with paragraph (a) and replaced in accordance with paragraph (c). Compliance with the inspection and replacement requirements of this AD may be discontinued when new valves P/N 70026-637-639 are incorporated. This amendment becomes effective January 7, 1969.
2004-18-07: This amendment supersedes an existing airworthiness directive (AD), applicable to certain BAE Systems (Operations) Limited Model BAe 146 and Avro 146-RJ series airplanes, that currently requires identifying the part numbers of discharge valves and cabin pressure controllers, and related investigative and corrective actions if necessary. This amendment requires identifying the part number of an additional cabin pressure controller, and related investigative and corrective actions if necessary. The actions specified by this AD are intended to prevent the installation of incorrect pressurization discharge valves and cabin pressure controllers, which could subject the airframe to excess stress and adversely affect the airframe fatigue life. This action is intended to address the identified unsafe condition. DATES: Effective October 13, 2004. The incorporation by reference of a certain publication listed in the regulations is approved by the Director of the Federal Register as of October 13, 2004. The incorporation by reference of a certain other publication listed in the regulations was approved previously by the Director of the Federal Register as of September 10, 2001 (66 FR 40864, August 6, 2001).
2012-18-13 R1: We are revising an existing airworthiness directive (AD) for all The Boeing Company Model 737-100, -200, -200C, -300, -400, and -500 series \n\n((Page 27021)) \n\nairplanes. That AD currently requires repetitive inspections to detect cracking in the web of the aft pressure bulkhead at body station 1016 at the aft fastener row attachment to the ''Y'' chord, various inspections for discrepancies at the aft pressure bulkhead, and related investigative and corrective actions if necessary. This new AD requires clarifying certain actions specified in the existing AD. This AD was prompted by several reports of fatigue cracks in the aft pressure bulkhead. We are issuing this AD to detect and correct such fatigue cracking, which could result in rapid decompression of the fuselage.
2022-13-14: The FAA is adopting a new airworthiness directive (AD) for all Airbus Helicopters Model AS-365N2, AS 365 N3, EC 155B, EC155B1, and SA- 365N1 helicopters. This AD was prompted by a large amount of critical scale particles found on the tail rotor gearbox (TGB) chip detector magnetic plug during an unscheduled check of the TGB. The particles belonged to the double bearing (pitch control rod bearing) installed inside the TGB. This AD requires repetitive inspections of the TGB chip detector for particles, analyzing any particles collected, performing a double bearing washing, repetitive replacements of certain part- numbered double bearings, and corrective actions if necessary, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
47-47-12: 47-47-12 REPUBLIC: (Was Mandatory Note 12 of AD-769-2.) Applies to RC-3 Aircraft Serial Numbers 5 Through 1035 Inclusive Except the Following Which Have Been Modified at the Factory: 767, 915, 948, 949, 957, 959 Through 999 Inclusive, 1004 Through 1010 Inclusive, 1014, 1019 Through 1025 Inclusive. Serial 1036 and up Have Been Modified at the Factory Prior to Delivery. Compliance required not later than December 31, 1947. To prevent excessive drop-off in engine r.p.m. when carburetor heat is used, anti-swirl vanes, Republic P/N 17P 68014-20 must be installed in the air duct below the carburetor. (Republic Seabee Service Bulletin No. 18 dated August 26, 1947, covers this same subject.)