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46-33-02: 46-33-02 GLOBE: (Was Mandatory Note 2 of AD-766-5.) Applies to Models GC-1A, GC-1B Aircraft Serial Numbers 3 to 174 Inclusive. Compliance required prior to October 1, 1946. Install stiffeners, Globe P/N 11-213-1471-1 R & L, on the flange of the upper bulkhead at fuselage Station 167, with six rivets per stiffener, to prevent the formation of cracks originating at the joggles in the flange outboard of the stabilizer attachment points. Any crack should be stop drilled. If it extends into the web of the bulkhead an 0.040-inch 24ST alclad reinforcing plate extending to the flange should be installed on the web with rivets spaced not more than 3/4 inches apart. (Globe Customer Service Maintenance Bulletin No. 2 covers this same subject.)
86-18-06: 86-18-06 BOEING: Amendment 39-5386. Applies to all Model 747 series airplanes listed in Boeing Alert Service Bulletin 747-57A2234, dated February 21, 1986, certificated in any category. To detect loose or broken bolts used for the forward attachment of the Numbers 1, 2, 3, 6, 7, and 8 trailing edge flap tracks to the wing lower surface, accomplish the following, unless already accomplished: \n\n\tA.\tPrior to the accumulation of 5,000 flight cycles or within the next 300 flight cycles after the effective date of this AD, whichever occurs later, conduct a one-time inspection for loose or broken bolts in accordance with the Accomplishment Instructions of Boeing Alert Service Bulletin 747- 57A2234, dated February 21, 1986, or later FAA-approved revisions. NOTE: "Proof Torque" inspections previously accomplished in accordance with Boeing Service Letters Numbers 747-SL-57-44, dated December 18, 1985, or 747-SL-57-44A, dated December 20, 1985, constitute an equivalent means of compliance with the above requirement. \n\n\tB.\tIf one bolt is found loose or broken, replace all eight bolts used for the forward attachment of the trailing edge flap track to the wing lower surface within the next 600 flight cycles in accordance with Boeing Alert Service Bulletin 747-57A2234, dated February 21, 1986, or later FAA- approved revision. \n\n\tC.\tIf two bolts are found loose or broken, replace all eight bolts used for the forward attachment of the trailing edge flap track to the wing lower surface within the next 300 flight cycles in accordance with Boeing Alert Service Bulletin 747-57A2234, dated February 21, 1986, or later FAA- approved revision. \n\n\tD.\tIf three or more bolts are found loose or broken, replace all eight bolts used for the forward attachment of the trailing edge flap track to the wing lower surface prior to further flight in accordance with Boeing Alert Service Bulletin 747-57A2234, dated February 21, 1986, or later FAA- approved revision. \n\n\tE.\tAlternate meansof compliance for paragraphs B., or C., above, is:\n \n\t\t1.\tIf broken bolts are found, their replacement may be deferred for 1,200 flight cycles, provided the remaining non-broken bolts are retorqued to installation requirements in accordance with Boeing Alert Service Bulletin 747-57A2234, dated February 21, 1986, or later FAA-approved revisions.\n \n\t\t2.\tIf loose bolts are found, retorque all bolts to installation requirements in accordance with the Boeing Alert Service Bulletin 747-57A2234, dated February 21, 1986, or later FAA- approved revisions. \n\n\t\t3.\tPerform a visual inspection of the H-11 bolts for broken bolts (evidenced by missing heads) within 15 months after the inspections of paragraph A., of this AD, and repeat the inspections thereafter at intervals not to exceed 15 months. \n\n\t\t4.\tReplacement of the bolts with new bolts in accordance with Boeing Alert Service Bulletin 747-57A2234, dated February 21, 1986, or later FAA-approved revisions is terminating action for therepetitive inspections required by paragraph E.3. \n\n\tF.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tG.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections and/or modifications required by this AD. \n\n\tAll persons affected by this directive who have not already received this service information from the manufacturer may obtain copies upon request to the Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124-2207. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment becomes effective September 11, 1986.
2021-04-03: The FAA is adopting a new airworthiness directive (AD) for certain Pilatus Aircraft Ltd. (Pilatus) Model PC-24 airplanes. This AD was prompted by 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 identifies the unsafe condition as improperly manufactured cockpit and cabin evaporator filters installed during production on some PC-24 airplanes. The FAA is issuing this AD to address the unsafe condition on these products.
2009-02-03: The FAA is superseding an existing airworthiness directive (AD) for Lycoming Engines IO, (L)IO, TIO, (L)TIO, AEIO, AIO, IGO, IVO, and HIO series reciprocating engines, TCM TSIO-360-RB reciprocating engines, and Superior Air Parts, Inc. IO-360 series reciprocating engines with certain Precision Airmotive LLC RSA-5 and RSA-10 series fuel injection servos. That AD currently requires inspecting servo plugs for looseness and damage on fuel injection servos that have a servo plug gasket, part number (P/N) 365533, installed, and if loose, inspecting the servo regulator cover threads for damage, inspecting the gasket for damage, reinstalling acceptable parts, and torquing the servo plug to a new, higher torque to maintain the proper clamp-up force between the plug and cover. This AD requires the same inspections, except if the plug is found loose, servo plug gasket, P/N 365533, must be replaced with a new, improved gasket, P/N 2577258. This AD also requires replacement by December 31,2009, of servo plug gaskets, P/N 365533, manufactured and made available on or after August 22, 2006, as mandatory terminating action to the repetitive inspections required by this AD. This AD also prohibits the installation of any servo plug gasket, P/N 365533. This AD also clarifies the TCM engine model applicability, and adds Bendix RSA-5 and RSA-10 series fuel injection servos to the applicability. This AD results from Precision Airmotive LLC introducing the installation of a new improved servo plug gasket, P/N 2577258, to the affected Precision Airmotive LLC RSA-5 and RSA-10 series, and Bendix RSA-5 and RSA-10 series, fuel injection servos. We are issuing this AD to prevent a lean running engine, which could result in a substantial loss of engine power and subsequent loss of control of the airplane.
71-02-02: 71-02-02 PRATT & WHITNEY: Amdt. 39-1143 as amended by Amendment 39-1201. Applies to all Pratt & Whitney Aircraft JT4A series turbojet engines which incorporate the following serial number 12th stage compressor rotor disc part number 360112 1F-6145 3F-8849 4F-3831 4F-8300 5F-8122 1F-6150 3F-8850 4F-4569 4F-8301 5F-8123 1F-6151 through 4F-4570 5F-8342 2F-2758 3F-8855 4F-4642 4F-8458 5F-8346 2F-2759 4F-4643 5F-6445 5F-8405 2F-2764 3F-8856 4F-4645 5F-6446 5F-8510 2F-3781 3F-8920 4F-4648 5F-6447 5F-8512 3F-8921 5F-6449 2F-3785 3F-8923 4F-4747 5F-6452 5F-8522 2F-3788 3F-8924 4F-4748 5F-7606 5F-8529 2F-3926 3F-8926 4F-4749 5F-7748 5F-8589 2F-3927 3F-8927 4F-4750 5F-7749 through 3F-8928 4F-4752 5F-7835 2F-3933 3F-9114 4F-4968 5F-7837 2F-9674 3F-9115 4F-5029 5F-7838 2F-9675 3F-9116 through 5F-7839 2F-9676 4F-0454 4F-5035 5F-7840 2F-9677 4F-0461 4F-50595F-7867 3F-0551 4F-0465 through 5F-7872 through 4F-0467 4F-5063 5F-7875 3F-0558 4F-0471 4F-5087 5F-7985 4F-0473 4F-5089 5F-7987 3F-0559 4F-0475 4F-5090 5F-8031 3F-0560 4F-0477 4F-5091 5F-8032 3F-0563 4F-3606 5F-8035 4F-3690 4F-5092 4F-3692 through 5F-8039 4F-5099 5F-8042 4F-3699 5F-8119 4F-3700 4F-3828 4F-3830 Compliance required as indicated. To preclude twelfth stage compressor rotor disc failure as the result of suspected material deficiency, accomplish the following: (1) For all the previously listed serial number twelfth stage compressor rotor discs: a. With 5000 cycles or more in service within the next 25 cycles in service after the effective date of this AD replace the suspect serial number disc. b. With 5000 cycles or less in service prior to the accumulation of 5025 cycles in service replace the suspect serial number disc. (2)Upon submission of substantiating data by an owner or operator through an FAA Maintenance Inspector, the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region, may adjust the compliance time. Amendment 39-1143 was effective January 14, 1971 and was effective as to all recipients of the telegram dated 10 December 1970 which contained this airworthiness directive. This Amendment 39-1201 is effective May 4, 1971.
68-09-02: 68-09-02 LOCKHEED: Amdt. 39-593. Applies to Model 1329 airplanes, serial numbers 5001 through 5029 and 5031 through 5055. Compliance required as indicated. Lockheed Model 1329 and military C-140 series airplanes have experienced a number of stress corrosion cracks in the wing skin risers at the riser-skin intersection. To detect cracking of risers on these airplanes, accomplish the following: (a) Within 15 days after the effective date of this AD, inspect all aircraft in accordance with the instructions contained in Lockheed-Georgia Company Service Bulletin No. 329-257, dated April 11, 1968, and Service Bulletin Supplement No. 329-257A, dated April 26, 1968, or later FAA approved revision, or in an equivalent manner approved by the Chief, Engineering and Manufacturing Branch, FAA, Southern Region. NOTE. - Aircraft which have been inspected by representatives of Lockheed-Georgia Company are considered to comply with paragraph (a) above. (b) If cracks are detectedin the riser-skin intersections, reinspect at intervals not to exceed 180 days in accordance with the instructions contained in Lockheed-Georgia Company Service Bulletin No. 329-257, dated April 11, 1968, and Service Bulletin Supplement No. 329- 257A dated April 26, 1968, or later FAA approved revision, or in an equivalent manner approved by the Chief, Engineering and Manufacturing Branch, FAA, Southern Region. (c) If, as a result of the initial inspection or any subsequent inspections, it is determined that more frequent inspections are required, individual airplane owners will be so notified by the Chief, Engineering and Manufacturing Branch, FAA, Southern Region. (d) If no cracks are found, or if cracks are repaired in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA, Southern Region, the repetitive inspections required by paragraphs (b) and (c), above, may be discontinued. (e) Repeat the inspection required by paragraph (a), above, at each annual inspection, or each twelve months. These inspections need only consist of Phase I and Phase II inspections as explained in Lockheed-Georgia Company Service Bulletin No. 329-257, dated April 11, 1968, and Service Bulletin Supplement No. 329-257A dated April 26, 1968, or later FAA approved revision, or in an equivalent manner approved by the Chief, Engineering and Manufacturing Branch, FAA, Southern Region. This amendment becomes effective May 7, 1968. Revised Nov. 19, 1968.
69-23-03: 69-23-03 PIPER: Amendment 39-871. Applies to Piper PA-18-150 type airplanes, S/N 18-8809 through 18-8851, except S/N 18-8844 and 18-8849, certificated in all categories. To determine if the lower longerons are made from 1025 steel or the approved 4130 steel, accomplish before further flight the following inspection: (a) Remove the rear seat, look downward through the no sag springs and locate the lower fuselage longerons on the left and right sides of the aircraft. (b) From a point adjacent to the aileron cable pulley measure aft 10 inches on the top of the longeron and perform the following: (1) Using longitudinal strokes sand the top surface of the right and left lower longerons with No. 80 emery cloth, for an area approximately 3 inches in length and 1/2 inch wide. NOTE: No chemical reaction will occur unless this area is thoroughly cleaned down to the bare metal. Use only longitudinal strokes to remove the paint, primer, metalizing or corrosion from this area. (2) Wipe specified area with a clean cloth. (3) Apply one drop of concentrated nitric acid on the sanded area. (4) If the longeron is 1025 steel, the acid drop will boil and turn a yellowish orange or brown. (5) Wipe off the acid spot and neutralize the area with baking soda paste. (6) Wipe surface and wash with water. (7) Prime and paint the test area. (8) If the test indicates (as described above) the longeron is 1025 steel, the aircraft is considered unairworthy and must be grounded until the aircraft is altered in accordance with an alteration approved by the Chief, Engineering and Manufacturing Branch, Eastern Region. (9) The aircraft is considered airworthy, relative to the longeron being 4130 if there is no reaction to the aforementioned acid test, and can be returned to service. Piper Service Bulletin No. 302, dated October 23, 1969 covers this subject. This amendment is effective November 15, 1969 and was effective upon receipt for all recipients of the telegram dated October 24, 1969 which contained this amendment.
69-12-01: 69-12-01 PIPER: Amdt. 39-773 applies to PA-28R-180 series airplanes, Serial Numbers 28-30004 through 28-31092 and to PA-28R-200 series airplanes, Serial Numbers 28-35000 through 28-35237, 28-35239 through 28-35251 and 38-35253 through 28-35256. Compliance required as indicated. To prevent the possibility of restricting air flow through the engine air induction system, accomplish the following: (a) Within the next 10 hours' time in service after the effective date of this airworthiness directive, unless already accomplished, remove air induction inlet hose Piper Part Number 63633-43 and inspect for deterioration, broken or frayed cord wrapping, evidence of hose partially collapsed, indication of reinforcement wire slippage or evidence of wire not being bonded properly to the hose interior wall, especially in the vicinity of the Koroseal ties or clamps. (b) If the hose shows any deterioration, as noted in (a), remove it from service. Install an airworthy hose, Piper P/N 63633-43, or Aero-Duct SCAT 3-1/4 O.D. hose, or MIL-H- 8796B Type 1 Class 3 hose, 22-1/2 long, making sure that the wire reinforcing coils extend over the pilot tubes at each end and under the clamps. Piper Kit 760 328 may be installed in lieu of duct replacement. (See Item (d) below). (c) Repeat the inspections of item (a) above at intervals not to exceed 10 hours' time in service. These inspections need not be continued after installation of Piper Kit 760 328. (d) Within the next 50 hours' time in service after the effective date of this AD, unless already accomplished, install a new Piper air induction hose installation Kit No. 760 328 in accordance with the instructions included with the kit. (e) The inspection or kit installation time intervals (other than for the initial inspection) may be adjusted by an FAA inspector up to a maximum of 5 hours to coincide with aircraft annual or 100-hour scheduled inspections. Other means of compliance with the requirements of this directive may be utilized, if approved by the Chief, Engineering and Manufacturing Branch, FAA, Southern Region. (Piper Service Bulletin No. 297 covers this same subject.) This amendment becomes effective 10 June 1969.
2009-01-02: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 737-600, -700, -700C, -800 and -900 series airplanes. This AD requires a one-time general visual inspection of frames between body station (BS) 360 and BS 907 to determine if certain support brackets of the air conditioning (A/C) outlet extrusions are installed; medium- and high-frequency eddy current inspections for cracking of the frames around the attachment holes of the subject brackets; and repair if necessary. This AD also requires installing new, improved fittings for all support brackets of the A/C outlet extrusions between BS 360 and BS 907. This AD results from numerous reports of multiple cracks in the frames around the attachment holes of certain support brackets of the A/C outlet extrusions. We are issuing this AD to prevent frame cracking, which, if not corrected, could lead to a severed frame that, combined with cracking of the skin lap splice above stringer 10, could result in rapiddecompression of the airplane.
73-01-02: 73-01-02 CESSNA: Amdt. 39-1579. Applies to Model 310N (Serial Numbers 310N0001 thru 310N0198), Model 310P (Serial Numbers 310P0001 thru 310P0240), and Model 310Q (Serial Numbers 310Q0001 thru 310Q0130) airplanes. NOTE: This AD is not applicable to Model T310 airplanes which fall within these serial number ranges. Compliance: Required as indicated, unless already accomplished. To prevent moisture from possibly entering the alternate air system and freezing on powerplant induction system components when operating in below freezing temperatures, accomplish the following: Within 50 hours' time in service after the effective date of this AD, install deflector baffles over the alternate air inlet in the vertical baffle and enlarge the warm air cut out in the induction air canister in accordance with Cessna Service Letter ME70-43 and Service Kit SK310-82D, or any other method approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. Thisamendment becomes effective January 5, 1973.