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64-13-03: 64-13-03 LOCKHEED: Amdt. 745 Part 507 Federal Register June 12, 1964. Applies to All Models 49, 149, 649, 649A, 749, 749A, 1049-54, 1049C, 1049D, 1049E, 1049G and 1049H Series Aircraft. Compliance required as indicated. As a result of a number of reported cracks and one failure in the nose landing gear retract cylinder rod terminal end, accomplish the following: (a) Aircraft on which the nose landing gear retract cylinder rod terminal ends, P/N's 404052 or 1005032 have accumulated 4,500 or more landings on the effective date of this AD, shall be inspected in accordance with (d) within 100 landings after the effective date of this AD, unless already accomplished within the last 250 landings, and thereafter at intervals not to exceed 350 landings. If the rod terminal end is reworked in accordance with (g) the reworked part shall be inspected in accordance with (d) within 700 landings after the rework is accomplished, and thereafter at intervals not to exceed 700 landings.(b) Aircraft on which the nose landing gear retract cylinder rod terminal ends have accumulated less than 4,500 landings on the effective date of this AD, shall be inspected in accordance with (d) prior to the accumulation of 4,600 landings and thereafter at intervals not to exceed 350 landings. If the rod terminal end is reworked in accordance with (g), prior to accumulation of 4,500 landings the initial compliance with (d) is required prior to the accumulation of 5,200 landings and thereafter at intervals not to exceed 700 landings. (c) For those operators maintaining records of hours' time in service in order to ascertain compliance with this AD, the number of landings required in (a) and (b) may be replaced with an equal number of hours' time in service. For those operators maintaining records of landing, in order to ascertain compliance with this AD where past records of landings are unavailable the number of landings prior to the effective date of this AD may be estimatedby substituting one landing for each hour of time in service. (d) Inspect the rod terminal end in the area between the threaded shank and the fork legs on P/N 404052 and from the edge of the chrome plated rod area to the fork legs on P/N 1005032 for fatigue cracks by ultrasonic method, magnetic particle method or an equivalent approved by the Chief, Aircraft Engineering Division, FAA Western Region. (e) Replace cracked P/N 404052 rod terminal ends before further flight. Used, uncracked parts may be used as replacements in lieu of new parts but must be inspected in accordance with (d) immediately prior to installation, and thereafter at intervals not to exceed the reinspection intervals of (a) and (b). Part Number 1005032, when used to replace P/N 404052, shall be installed in accordance with Lockheed Service Bulletin 49/SB-767 for Models 49 through 749A aircraft and Lockheed Service Bulletin 1049/SB-2144 for Models 1049-54 through 1049H Series aircraft. (f) Replace crackedP/N 1005032 rods before further flight with parts of the same part number. Used, uncracked parts may be used as replacements in lieu of new parts but must be inspected in accordance with (d) immediately prior to installation, and thereafter at intervals not to exceed the reinspection intervals of (a) and (b). (g) Uncracked retract cylinder terminal rod ends may be reworked as follows to qualify for the increased inspection intervals afforded in (a) and (b): (1) Polish the radius areas between the shank and the fork legs to remove all evidence of corrosion and machine marks. (2) Shot peen the radius areas between the shank and the fork legs to 0.012- 0.016 Almen A2 intensity using 0.019-0.028 cast steel shot. (3) Cadmium plate the polished and shot peened areas per process specification QQ-P-416, Type II, Class B, and bake at 375-400 degrees F. for a minimum of three hours immediately after plating. (4) Identify the rework by stamping "A" after the original partnumber. (h) 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 Service Bulletins 49/SB-767 and 1049/SB-2144 pertain, in part, to this subject.) This directive effective June 12, 1964.
80-16-05: 80-16-05 RAJAY INDUSTRIES, INC.: Amendment 39-3865. (Air-Ox, Dye-Ox) Applies to Sky-Ox Model 2600 (except those identified by Part Number 500014-01 or -02), 2800 (except those identified by Part Number 500016-01) and 2900 (except those identified by Part Number 500015-01) series oxygen regulators. Compliance is required as indicated, unless already accomplished. To prevent physical impairment from inadequate oxygen supply, accomplish the following: NOTE 1: Sky-Ox Model 2800 and 2900 series regulators may be installed by Supplemental Type Certificate (STC) on Beech Model 33, 35, 55 and 95 series airplanes; Cessna Model 180 and 182 series airplanes; and Piper Model PA30, PA39, PA32, and PA34 series airplanes. NOTE 2: Sky-Ox Model 2800 and 2900 series regulators may be installed on various general aviation airplanes through field approval, (FAA Form 337). NOTE 3: Sky-Ox Model 2600 series oxygen regulators are used in portable (carry-on) oxygen systems. a) Within thirty (30) days after the effective date of this AD placard all Model 2900 series oxygen regulators: "OXYGEN SYSTEM LIMIT 20,000 FEET". When the Model 2900 oxygen regulator is reset per Rajay Sky-Ox Service Manual 500231, Rev. A. or Rev. B, the placard may be removed. Identify regulators reset per manufacturer's instructions by marking "A" below the serial number. b) Within sixty (60) days after the effective date of this AD, reset Model 2600 and 2800 series oxygen regulators per Rajay Sky-Ox Service Manual 500231, Rev. A, or Rev. B. Identify reset regulators as per paragraph (a). c) Alternative inspections, modifications or other actions which provide an equivalent level of safety may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region. This amendment becomes effective August 11, 1980.
2015-07-07: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 777-200, -200LR, -300ER, and 777F series airplanes. This AD was prompted by a report of a jettison fuel pump that was shut off by the automatic shutoff system during the center tank fuel scavenge process on a short-range flight and a subsequent failure analysis of the fuel scavenge system. This AD requires making wiring changes, modifying certain power panels, installing electrical load management system 2 (ELMS2) software, and accomplishing a functional test. We are issuing this AD to prevent extended dry running of the jettison fuel pumps, which can be a potential ignition source inside the main fuel tanks, and consequent fuel tank fire or explosion in the event that the jettison pump overheats or has an electrical fault.
2015-07-04: We are adopting a new airworthiness directive (AD) for PILATUS Aircraft Ltd. Model PC-7 airplanes. This AD results from mandatory continuing airworthiness information (MCAI) issued by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as the potential for a spring on the air conditioning compressor clutch plate to shear the oil cooler inlet-hose due to the close routing of these parts without a protective cover. We are issuing this AD to require actions to address the unsafe condition on these products.
2005-19-04: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Model A340-200 and -300 series airplanes. This AD requires revising the airplane flight manual to incorporate new procedures for the flightcrew to follow to correct miscalculation of the takeoff and accelerating or stopping distance of the airplane during a ferry flight under certain conditions. This AD results from a report that a software error could result in a miscalculation (underestimation) of the runway length necessary for takeoff in the case of a ferry flight with one engine not operating. We are issuing this AD to prevent this miscalculation, which, if combined with high takeoff weight, too-short runway length, and high altitude and temperature of the airport, could result in inability of the flightcrew to abort the takeoff in a safe manner, reduced controllability of the airplane, and runway overrun.
2015-06-06: We are adopting a new airworthiness directive (AD) for all BAE Systems (Operations) Limited Model 4101 airplanes. This AD was prompted by a report of the failure, due to overheat, of a bracket on which the earth post (EP) for the generator and propeller de-ice systems is located. This AD requires an inspection of the affected EPs and attachment structure for damage, an inspection of the earth cables of the generator and propeller de-ice system for signs of overheating and arcing damage, a torque check of the affected EP stiff nuts, an electrical high current bonding check of the bracket, and corrective actions if necessary. We are issuing this AD to detect and correct an overheat failure of the EPs for the generator and propeller de-ice system, and possible degradation of the wing front spar cap and/or web, which could affect the structural integrity of the wing.
2005-17-13: The FAA is adopting a new airworthiness directive (AD) for all Short Brothers Model SD3-60 airplanes. This AD requires an inspection of the rudder for damage, an inspection of the balance weight attachment for discrepancies, an inspection of the rudder horn spar and cleats for cracking and corrosion, and corrective action if necessary. This AD results from events in which fatigue cracking was found on the rudder horn spar. We are issuing this AD to detect and correct cracking and corrosion of the rudder horn spar, which could lead to detachment of the mass balance weight of the rudder. The detachment of the mass balance weight could jam or restrict the movement of the rudder, which could result in reduced controllability of the airplane. Loss of a mass balance weight could also damage other parts of the airplane, which could result in reduced controllability of the airplane, or could result in an injury to a person or damage to property on the ground.
71-25-06: 71-25-06 BOEING: Amdt. 39-1357. Applies to Model 707/720 airplanes certified in all categories. \n\tCompliance required within the next 300 hours time in service after effective date of this AD, unless already accomplished. \n\tTo assure that water will not accumulate forward of the station 360 bulkhead on all Boeing Model 707/720 airplanes, accomplish one of the following: \n\t(1)\tInspect the airplane per Boeing Service Bulletin 3027, dated 23 November 1971, or later FAA approved revisions. If the station 360 bulkhead drains are blocked or do not exist modify the station 360 bulkhead, bulkhead blanket and floor mat as described in the above service bulletin to provide the required drains. \n\t(2)\tPerform an equivalent inspection and (if required as a result of the inspection finding) modification approved by the Chief, Aircraft Engineering Division, FAA, Western Region. \n\tThis amendment becomes effective December 13, 1971.
62-03-02: 62-03-02 LYCOMING: Amdt. 394 Part 507 Federal Register January 26, 1962. Applies to All VO-540 Series Engines. Compliance required as indicated. To preclude failures of the hydraulic valve tappet body and plunger assembly, an improved hydraulic tappet body and plunger assembly has been provided. Unless already incorporated, install a Lycoming P/N 72876 plunger assembly and a Lycoming P/N 73061 tappet body at the next engine overhaul after the effective date of this AD. (Lycoming Service Instruction No. 1011 covers this same subject.) This directive effective February 27, 1962.
2015-04-01: We are adopting a new airworthiness directive (AD) for Short Brothers & Harland Ltd. Model SC-7 Series 3 airplanes. This AD results from mandatory continuing airworthiness information (MCAI) issued by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as fatigue cracking, which could lead to structural failure of the nose landing gear (NLG). We are issuing this AD to require actions to address the unsafe condition on these products.
79-10-01: 79-10-01 BELL: Amendment 39-3456. Applies to Models 206A series and 206B series helicopters certificated in all categories, with an Alaskan Sky-Craft external load carrying device and Bell pop-out float landing gear installed in accordance with Supplemental Type Certificate (STC) SH515AL, SH474AL, or SH3090AL. Compliance is required as indicated, unless already accomplished. To prevent possible puncturing of the Bell pop-out floats, (P/N 206-706-010), by Alaskan Sky-Craft (ASC) external load carrying devices, accomplish the following: (a) Within the next 10 hours time in service after the effective date of this AD, either - (1) Remove the ASC external load carrying device and the ASC Flight Manual Supplement from the Rotorcraft Flight Manual; or (2) Remove the Bell pop-out floats (P/N 206-706-010), install the Bell high skid landing gear (P/N 206-706-031), and replace the applicable ASC Rotorcraft Flight Manual Supplement with the appropriate supplement, all in accordance with ASC Service Bulletin No. 2 dated November 28, 1978 (hereinafter referred to as the Service Bulletin), or an FAA-approved equivalent. (b) After compliance with paragraph (a)(2) of this AD, before further flight with an ASC external load carrying device installed, ensure that the external load carrying device is installed in accordance with STC SH515AL, as amended May 2, 1978, STC SH309AL, as amended May 8, 1978, or STC SH474AL, as amended May 8, 1978, as appropriate. NOTE: The appropriate revised ASC drawing which is part of the amended STC is referenced in paragraph A.(3), B.(3), or C.(3) of the Service Bulletin. This amendment becomes effective May 14, 1979.
80-05-02: 80-05-02 HAMILL MANUFACTURING COMPANY: Amendment 39-3700. Applies to Model GA-4 and GA-5 safety belt assemblies marked as meeting the standards of FAA TSO-C22F. These safety belts are installed in, but not limited to, the following aircraft operated by General Motors Corporation and Firestone Tire and Rubber Company: Grumman American 1159, Rockwell International NA265, Convair 580 and Hawker Siddeley DH125. These safety belts can no longer be considered to meet the standards prescribed by FAA TSO-C22f and the approved special criteria for push-button release mechanisms which requires the push-button force to be between 2.5 and 8 pounds when using the loading conditions specified in FAA TSO-C22f (Section 4.3.2.2 of NAS 802). Within 120 days from the effective date of this AD, these safety belts shall not be used in type certificated aircraft. This amendment becomes effective February 27, 1980.
2015-04-06: We are adopting a new airworthiness directive (AD) for all Rolls-Royce plc (RR) RB211 Trent 875-17, 877-17, 884-17, 884B-17, 892- 17, 892B-17, and 895-17 turbofan engines. This AD requires modification of the engine by installing upgraded software in the electronic engine control (EEC) or by removing any EEC that incorporates a software standard prior to B7.2 and installing an EEC eligible for installation. This AD was prompted by failure of the intermediate pressure (IP) turbine disk drive arm and subsequent overspeed and burst of the IP turbine disk on an RR RB211 Trent turbofan engine. We are issuing this AD to prevent overspeed of the IP turbine disk, resulting in failure of the turbine blades or the IP turbine disk and subsequent uncontained release of the turbine disk and/or blades, which could lead to damage to the engine and damage to the airplane.
79-05-10: 79-05-10 CURTISS-WRIGHT: Amendment 39-3432. Applies to all C-46 Series Aircraft certificated in all categories. Compliance is required within the next 100 hours' time in service after the effective date of the AD unless already accomplished. To prevent an engine fire from entering the wheel well area through the nacelle ram air scoop(s), accomplish the following: Remove the wheel well ram air scoop(s) located on each engine nacelle just aft of the firewall and seal the hole(s) with the same type material and fasteners as used in the affected nacelle area. Acceptable repair methods may be found in AC 43.13-1A, Chapter 2, or in USAF T.O., AN 01-25LA-3, Section VI. An equivalent method of compliance may be approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Southern Region. This amendment becomes effective March 15, 1979.
63-18-01: 63-18-01 CANADAIR: Amdt. 608 Part 507 Federal Register August 22, 1963. Applies to all Model CL-44D4 aircraft. Compliance required as indicated. As a result of failure of an elevator hinge bolt the following must be accomplished: (a) Within 50 hours' time in service from the effective date of this AD, unless already accomplished, replace the elevator station 299 hinge bolt aluminum locking plate with both a steel locking plate and a steel hinge bolt retainer in accordance with Canadair Service Bulletin CL44D4-302 or FAA approved equivalent. (b) Within 250 hours' time in service from the effective date of this AD, unless already accomplished, replace the elevator hinge bolt aluminum locking plates at Stations 84, 174.9, and 181 with steel locking devices in accordance with Part A of Canadair Service Bulletin CL44D4-316, or FAA approved equivalent. Compliance time for incorporating this modification may be increased to 500 hours provided the hinges are inspected in accordance with (c) within 250 hours' time in service from the effective date of this AD. (c) Within 250 hours' time in service after installing the steel locking plate or device, and thereafter within 250 hours' time in service from the last inspection, inspect for damage the elevator hinge bolt head, bolt locking plate, and bolt retainer at Stations 84, 174.9, 181, and 299. Damaged parts must be replaced before further flight. (d) For aircraft incorporating horizontal stabilizers conforming to Canadair Modification Summary No. 44-502, or modified in accordance with Canadair Service Bulletin CL44D4-243, perform the special inspections of Canadair Service Information Circular No. 180- CL44D4, Issue No. 5, or subsequent FAA approved issues, within 250 hours' time in service from the effective date of this AD, and thereafter at the intervals noted in the Circular for particular inspections. (e) For aircraft incorporating horizontal stabilizers which do not conform to Canadair Modification Summary No. 44-502, or which have not been modified in accordance with Canadair Service Bulletin No. CL-44D4-248 accomplish the following: (1) Perform the special inspections of Canadair Service Information Circular No. 60-CL44D4, Issue 6, or subsequent FAA approved issues, at the intervals noted therein for particular inspections. Part (a) of Circular No. 60-CL44D4 must be initially performed within 35 hours' time in service from the effective date of this AD and Part (b) must be initially performed within 250 hours' time in service from the effective date of this AD. (2) Inspect for damage all elevator hinge support structure and attachment fittings on the rear face of the horizontal stabilizer rear spar at Stations 84, 174.9, 181, and 299, within 250 hours' time in service from the effective date of this AD and thereafter within 250 hours from last inspection. Damaged parts must either be replaced or repaired in accordance with an FAA approved repair procedurebefore further flight. (f) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, International Engineering and Manufacturing Branch, International Division, Washington 25, D.C., 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. This directive effective September 22, 1963.
2015-03-01: We are adopting a new airworthiness directive (AD) for all Bombardier, Inc. Model CL-600-2B19 (Regional Jet Series 100 & 440) airplanes. This AD was prompted by reports of dislodged engine fan cowl panels. This AD requires installing additional attaching hardware on the left and right fan cowl access panels and the nacelle attaching structures. We are issuing this AD to prevent damage to the fuselage and flight control surfaces from dislodged engine fan cowl panels.
60-07-03: 60-07-03 CALLAIR: Amdt. 119 Part 507 Federal Register March 25, 1960. Applies to All CallAir Models A-4, A-4 Modified, A-5 Up To and Including Serial Number 292 and A-6 Aircraft Serial Numbers 202, 244, 248, 252, 262, 264, 268, 269, 270 and 271. Compliance required not later than May 15, 1960, and at each 50 hours' time in service thereafter. Due to reports of cracks and separation of the lower diagonal brace member on the engine mount the following inspection shall be conducted. Visually inspect the lower diagonal brace member of the engine mount especially in the area of the gusset plates at the ends of the members. If cracks are found, replace with CallAir redesigned mount, P/N 6-11-4A, or repair in accordance with the method outlined in CallAir Service Bulletin No. 7, or equivalent. After replacement with P/N 6-11-4A or repair, this special inspection may be discontinued. (CallAir Service Bulletin No. 7 covers this same subject.)
81-01-51: 81-01-51 SOCIETE NATIONALE INDUSTRIELLE AEROSPATIALE: Amendment 39- 4052. Applies to Models SA360C, SA365C, SA365C1 and SA365C2 helicopters, certificated in all categories, which do not have Aerospatiale modification AMS 365A.07.2457 incorporated. Compliance required as indicated. To prevent failures of the tail boom or fin due to fatigue cracking at Frame 9420 accomplish the following unless already accomplished: (a) For helicopters which have 20 hours' or more total time in service on the effective date of this AD, inspect in accordance with paragraph (c) within 5 hours' time in service. (b) For those helicopters which have less than 20 hours' total time in service on the effective date of this AD, inspect in accordance with paragraph (c) before reaching 25 hours' time in service. (c) Inspect for cracks in the outer fairing connecting the fin base leading edge to the tail boom within the transmission shaft passage area at Frame 9420 using the visual method in accordance with Aerospatiale SA360/365 Service Bulletin Number 05.04 dated November 20, 1980, or an FAA-approved equivalent and comply with paragraphs (d), (e), or (f) of this AD as appropriate. (d) If no cracks are found as a result of the inspection required in paragraph (c) of this AD, return the helicopter to service and repeat the inspection required in paragraph (c) at intervals not to exceed 25 hours' time in service since the last inspection. (e) If a crack is found as a result of the inspections required in paragraph (c) of this AD that is less than 2 inches (50 mm) long, the helicopter may be returned to service and the inspection required in paragraph (c) of this AD must be done after the last flight of each day. (f) If a crack is found as a result of the inspections required in paragraph (c) of this AD that is 2 inches (50 mm) or more in length, incorporate Aerospatiale modification AMS 365A.07.2457 or an equivalent noted in paragraph (g) before furtherflight. (g) The inspections required in paragraph (c) may be discontinued when Aerospatiale modification AMS 365A.07.2457 is incorporated. Equivalent modifications may be approved by the Chief, Aircraft Certification Staff, AEU-100, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, Brussels, Belgium. NOTE: Aerospatiale SA360/SA365 Service Bulletin Number 53.09 dated November 2, 1980, refers to this modification. This amendment becomes effective February 28, 1981, to all persons except those persons to whom it was made immediately effective by telegraphic AD T81-01-51, issued December 31, 1980, which contained this amendment.
62-03-03: 62-03-03 NAVION: Amdt. 396 Part 507 Federal Register February 3, 1962. Applies to Navion, Navion A, B, D, E, F, and G Aircraft. Compliance required within the next 25 hours' time in service after the effective date of this AD and at each periodic inspection thereafter. The landing gear selector valve end fitting P/N 145-58145-3 (heat treated and non-heat treated) has a service history of failure during attempts to extend the gear. To preclude further difficulties: Inspect the gear actuating system in accordance with Navion Service Letter No. 81, dated March 31, 1961. Any defective parts found as a result of this inspection must be replaced prior to further flight. This supersedes AD 50-24-01. This directive effective March 6, 1962.
2015-02-02: We are adopting a new airworthiness directive (AD) for certain [[Page 5903]] Bombardier, Inc. Model CL-215-6B11 (CL-215T Variant), and CL-215-6B11 (CL-415 Variant) airplanes. This AD was prompted by a report that, during a routine inspection, corrosion was discovered on the lower bearing of the rudder upper torque tube. This AD requires applying grease to the bearing; doing a general visual inspection of the expelled old grease for any contaminants, metal wear, and indication of corrosion, and replacing the bearing if necessary; and revising the maintenance or inspection program, as applicable, to incorporate the rudder spring tab operational test and a check of the rudder spring tab operation into the daily inspection. We are issuing this AD to prevent corroded bearings, which could result in a partial or total loss of axial support.
83-16-51: 83-16-51 BOEING VERTOL COMPANY: Amendment 39-4741. Applies to Boeing Vertol Model 234 series helicopters certificated in all categories. Compliance is required as indicated (unless already accomplished). To prevent possible hazards in flight associated with damage or loss of main rotor blade tip cap and weights, accomplish the following: (a) Prior to further flight on helicopters equipped with main rotor blades with less than 100 hours time in service, conduct a borescope inspection of the inside root end of the spar for excessive potting material. It will be necessary to remove the tip cap to conduct this inspection. Remove any cracked potting material or any potting material in excess of one cubic inch. Remove any excess potting material in accordance with Boeing Vertol Service Bulletin No. 234621004 dated July 27, 1983, or FAA approved equivalent. less than 500 hours time in service, conduct the inspection and removal of material as stated in paragraph (a) within the next 30 hours time in service. (c) For main rotor blades with 500 or more hours time in service conduct the inspection and removal of material as stated in paragraph (a) within the next 75 hours time in service. (d) An equivalent method of compliance with this AD may be used when approved by the Manager, New York Aircraft Certification Office, 181 South Franklin Avenue, Valley Stream, New York 11581. This amendment becomes effective October 26, 1983, as to all persons except those persons to whom it was made immediately effective by telegraphic AD No. T83-16-51 issued August 4, 1983, which contained the amendment.
60-11-06: 60-11-06 LYCOMING: Amdt. 162 Part 507 Federal Register May 27, 1960. Applies to GO-480-C, -G and All GSO-480 Series Engines. Compliance required at first engine overhaul after July 1, 1960. To prevent excessive crankshaft counterweight bushing wear and subsequent detuning of the counterweights, crankshafts with cast counterweights must be modified to incorporate forged counterweights with hardened steel counterweight bushings. (Lycoming Service Bulletin No. 249A covers this same subject.)
64-26-01: 64-26-01\tBOEING: Amdt 830 Part 39 (New) Federal Register November 18, 1964. Applies to Model 727 Series Aircraft. \n\n\tCompliance required as indicated. \n\n\t(a)\tBefore further flight after the effective date of this AD, open the SP-50 autopilot roll and pitch d.c. circuit breakers on panel P-18. \n\n\t(b)\tAt the first scheduled stop where facilities and personnel are available secure these circuit breakers in the off position. \n\n\t(c)\tAutopilot may be reactivated when modified in accordance with Boeing Service Bulletin 22-7 dated October 27, 1964, or an FAA Western Region Aircraft Engineering Division approved equivalent. \n\n\tThis directive effective upon publication in the Federal Register for all persons except those to whom it was made effective immediately by telegram dated October 23, 1964.
2015-02-04: We are adopting a new airworthiness directive (AD) for certain Dassault Aviation Model MYSTERE-FALCON 50 airplanes. This AD was prompted by a report of an untimely and intermittent indication of slat activity due to chafing of the electrical wiring under the glare shield and behind the flight deck front panel. This AD requires installing two protective plates between the electrical wiring under the glare shield and the engine fire pull handles. We are issuing this AD to prevent chafing of the electrical [[Page 5035]] wiring, which could result in a short circuit and generation of smoke in the cockpit, potential loss of several functions essential for safe flight, and consequent reduced controllability of the airplane.
65-10-01: 65-10-01 FAIRCHILD: Amdt. 39-64 Part 39 Federal Register May 8, 1965. Applies to Model F-27 Aircraft with Center Hinge Wing Flap Asymmetry Switches, P/N 658-001. Compliance required within 25 hours' time in service after the effective date of this AD, unless already accomplished. (a) Modify aircraft in accordance with Fairchild Service Bulletin No. 27-19, dated June 6, 1960, or Service Bulletin No. 27-26, dated September 9, 1960, Revision 1, dated March 1, 1965, or an equivalent approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. (b) Upon request of an operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Eastern Region, may adjust the compliance time specified in this AD if the request contains substantiating data to justify the increase for such operator. This directive effective upon publication in the Federal Register for all persons except those to whom it was madeeffective immediately by telegram dated April 23, 1965.