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60-02-05: 60-02-05 DOUGLAS: Amdt. 84 Part 507 Federal Register January 16, 1960. Applies to the Following Aircraft: DC-6 Serial Numbers 42878, 43030 To 43033 Inclusive, 43136, 43148 To 43151 Inclusive, 43212 To 43214 Inclusive, and 43216 To 43218 Inclusive. \n\n\tCompliance required as indicated. \n\n\tTo detect cracking of the lower front and center spar cap tangs at intersection with lower fuselage attach angle the following must be accomplished on affected DC-6 aircraft having in excess of 16,000 hours service time. \n\n\t(a)\tInspect lower front spar cap at the nearest maintenance inspection period to 200 hours service time unless similar inspection has been conducted within the last 1,250 hours service time. \n\n\t(b)\tInspect lower front and center spar caps at maintenance inspection period nearest to each succeeding 1,250 hours service time. \n\n\t\t(1)\tAt the first 1,250-hour inspection period, the holes located in aft tang of front spar lower cap and fuselage attach angle should be enlarged and new attachments installed. (Kit "A" of Douglas SB A-845 or equivalent.) \n\n\t\t(2)\tAt next regularly scheduled overhaul period, the holes located in forward tang of front spar lower cap should be enlarged and new attachments installed. (Kit "A" of Douglas SB A-845 or equivalent.) \n\n\t(c)\tIf spar cap cracks are found, temporary rework per Drawing No. 3645935 (Kit "B"), or permanent rework per Drawing No. 5765079 (Kit "C") or equivalent, must be accomplished. If temporary rework is installed, inspection must be repeated at 1,250-hour intervals for a maximum of 3,200 hours service time, at which time permanent rework per Drawing No. 5765079 (Kit "C"), or equivalent, must be accomplished. \n\n\t(d)\tAll aircraft must have permanent rework per Drawing No. 5765079 (Kit "C"), or equivalent, accomplished within next 6,400 hours service time. \n\n\t(e)\tAfter installation of permanent rework per Kit "C", or equivalent, operators may revert to normal repetitive inspection periods not to exceed 3,200 hours service time. \n\n\t(Douglas Service Bulletin DC-6 No. A-845 dated July 31, 1959, covers this same subject.)
2017-19-16: We are adopting a new airworthiness directive (AD) for certain Rolls-Royce plc (RR) RB211 Trent 553-61, Trent 553A2-61, Trent 556-61, Trent 556A2-61, Trent 556B-61, Trent 556B2-61, Trent 560-61, and Trent 560A2-61 turbofan engines. This AD requires replacement of the low- pressure compressor (LPC) case A-frame hollow locating pins. This AD was prompted by LPC case A-frame hollow locating pins that may have reduced integrity due to incorrect heat treatment. We are issuing this AD to correct the unsafe condition on these products.
81-02-09: 81-02-09 BOEING: Amendment 39-4024. Applies to all Boeing Model 727-100 and 727-100C series airplanes equipped with the aft airstair emergency extension system, except all-cargo configurations and those airplanes where the aft stair emergency extension system has been deactivated.\n \n\tCompliance is required as indicated. Accomplish the following:\n \n\tA.\tPrior to June 1, 1981, replace or modify the aft airstair emergency extension control handle in a manner approved by the Chief, Seattle Area Aircraft Certification Office, FAA Northwest Region. (Note: Accomplishment of Boeing Service Bulletin 727-52-120 dated March 21, 1980, or later FAA approved revisions has been approved as a means of compliance with the requirements of this AD.) \n\n\tB.\tUpon request of the operator, an FAA aviation safety inspector, subject to prior approval by the Chief, Seattle Area Aircraft Certification Office, FAA Northwest Region, may adjust the compliance date if the request contains substantiating data to justify the change. \n\n\tThis amendment becomes effective April 1, 1981.
2017-19-27: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc., Model DHC-8-401 and -402 airplanes. This AD was prompted by the discovery of cracking on two test spoiler power control unit (PCU) manifolds during testing by the manufacturer. This AD requires replacement of affected spoiler PCUs. We are issuing this AD to address the unsafe condition on these products.
59-26-02: 59-26-02 PIPER: Applies to PA-24 and PA-24 "250" Airplanes Serial Numbers 24-1 To 24-1373 Inclusive. Compliance required by January 15, 1960. To prevent clogging, the two fuel cell vent tubes which are located under the wings shall be modified in the following manner: Measure a distance of 1/2-inch down from the bottom of the wing skin along the forward side of each protruding vent tube. At this point, cut the tube off at a 45-degree angle to the bottom skin so that the end of the tube remains square. (Piper Immediate Action Service Bulletin No. 180 covers this subject.)
2017-19-15: We are adopting a new airworthiness directive (AD) for certain Technify Motors GmbH TAE 125-02 reciprocating engines. This AD requires replacement of the clutch with a dual mass flywheel. This AD was prompted by a loss of engine power in flight caused by oil leaking from the gearbox radial shaft sealing ring that contaminated the clutch. We are issuing this AD to correct the unsafe condition on these products.
59-25-05: 59-25-05 FORNEY (ERCOUPE): Applies to All (Ercoupe) Forney Aircraft With Serial Numbers Up to 3,335 Inclusive. Compliance required by December 31, 1959, and thereafter every 100 hours of operation or periodic inspection, whichever occurs first. Fatigue failures have continued to occur in the rudder main rib where the control horn is attached after installation of reinforcement plates. Therefore, it is required that a visual inspection be made of the area around the rudder control horn for excessive deflection of the horn, canning of rudder skin, or any other unusual peculiarity which would indicate main rudder rib damage. If damage is evident, rudder rib Erco P/N 415-240 12 L/R must be replaced with Forney P/N F-24015 L/R or equivalent. This inspection may be discontinued when the heavier gage rib is installed. (Forney Service Bulletin No. 105 covers this subject.) This supersedes AD 47-20-07.
59-13-02: 59-13-02 PIPER: Applies to Models PA-24 and PA-24 "250" Aircraft Serial Numbers 24-1 to 24-978 Inclusive and 24-980. Compliance required within the next 100 hours of operation or by October 1, 1959, whichever occurs first. Service experience indicates that cracks have developed in the aileron balance weight attachment bulkheads. These bulkheads are riveted to the front spar of the aileron and are the supports to which the balance weight arm is attached. To reduce the probability of failure of the aileron balance weight arm attachment install reinforced bulkheads on both ailerons except on Serial Number 24-980 replace the balance weight attachment bulkhead on right aileron only. (Piper Service Bulletin No. 173 also covers this subject and states "Service Kit, Part Number 734-233, is available from your nearest Piper distributor or dealer free of charge if the airframe serial number is included on the purchase order.")
79-19-01 R2: 79-19-01 R2 BOEING: Amendment 39-3556 as amended by Amendment 39-4087 is further amended by Amendment 39-4486. Applies to all Boeing 720/720B, 707-300, 707-400, 707- 300B, and 707-300C series airplanes. \n\tA.\tAfter the effective date of this amendment, perform a low frequency eddy current inspection for cracks in the wing lower surface splice stringers in accordance with Boeing Service Bulletin 3226, Rev. 5, dated November 15, 1981, or later FAA approved revisions, or in a manner approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. Inspections are to be made at the threshold times, within the prescribed initial interval and at repetitive intervals shown below: \n\tAt the inboard nacelle strut drag brace, the affected lower skin area covered by the fairing may be visually inspected for cracks and evidence of fuel leakage. If crack indications are noted in stringers, or skin cracks or fuel leakage are found at the diagonal brace fairing area, tank entry and inspection by high frequency eddy current of the wing splice stringers is required. \n\n\nAirplane\nThreshold\nInitial Inspection within\n\nRepetitive Interval \n\n\n\nunless accomplished \nwithin the last \n\n720/720B\n14,000 ldgs\n715 ldgs\n715 ldgs\n1,430 ldgs\n707-300/400\n21,000 ldgs\n1,675 ldgs\n1,675 ldgs\n3,350 ldgs\n707-300B\n19,000 ldgs\n1,425 ldgs\n1,425 ldgs\n2,850 ldgs\n707-300C\n17,000 ldgs\n725 ldgs\t\n725 ldgs\n1,450 ldgs \n707-300C\n\n17,000 ldgs\n1,425 ldgs\n1,425 ldgs\n2,850 ldgs \n\n(passenger only) \n\n\n\n\n\t\t\t\t\t\t\t\t\t\t \n\tB.\tIf cracks are found, repair prior to further revenue flight in accordance with a method approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\tC.\tFor the purpose of complying with this AD and subject to acceptance by the assigned FAA Maintenance Inspector, the number of landings may be determined by dividing each airplane's time-in-service by the operator's fleet average from takeoffto landing for the airplane type. \n\tD.\tUpon request of the operator, an FAA Maintenance Inspector, subject to prior approval of the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region may adjust the inspection interval if the request contains substantiating data to justify the increase for that operator. \n\tE.\tAirplanes with cracked splice stringers may be flown in accordance with FAR 21.197 to a base where repairs can be performed. \n\tAll persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to the Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. These documents may also be examined at the FAA, Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington. \n\n\tAmendment 39-3556 became effective September 18, 1979. \n\tAmendment 39-4087 became effective May 17, 1981. \n\tThis Amendment 39-4486 becomes effective November 15, 1982.
2017-19-19: We are adopting a new airworthiness directive (AD) for certain Rolls-Royce plc (RR) Trent XWB-75, Trent XWB-79, Trent XWB-79B, and Trent XWB-84, turbofan engines. This AD requires replacement of the low-pressure compressor (LPC) case support inboard pins. This AD was prompted by LPC case support inboard pins that may have reduced integrity due to incorrect heat treatment. We are issuing this AD to correct the unsafe condition on these products.