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60-04-07: 60-04-07 WRIGHT: Amdt. 106 Part 507 Federal Register February 20, 1960. Applies to All 977C9HD1, 2 and 3 Engine Models Installed in Helicopters. Compliance required at first engine overhaul after March 15, 1960, but not later than October 31, 1960. To alleviate failures of the master rod assemblies, strengthened master and articulating rods with associated parts must be installed in accordance with the instructions contained in Wright Aeronautical Division Service Bulletin No. C9-353.
67-06-02: 67-06-02 BRITISH AIRCRAFT: Amdt. 39-359 Part 39 Federal Register March 1, 1967. Applies to Model BAC 1-11 200 and 400 Series Airplanes. Compliance required as indicated. To prevent the inflight loss of engine stub access panels, accomplish the following: (a) Within the next 150 hours' time in service after the effective date of this AD, accomplish the following: (1) Inspect the access panels Camloc fasteners and sliding bar type fasteners to ensure they are locked in accordance with British Aircraft Corporation One-Eleven Alert Service Bulletin No. 54-A-PM-2649, dated September 22, 1966, or later ARB-approved issue. (2) Inspect the access panels for vertical movement. If found in excess of 0.1 inch, replace the Camloc grommets with steel grommets P/N 4002-0 or an FAA-approved equivalent. (b) Within the next 600 hours' time in service after the effective date of this AD, accomplish the following: (1) Inspect to ensure that each of the clearances betweenthe leading and trailing edges of L.H. panels F3-3 and F3-4 and R.H. panels F3-24 and F3-25 is not greater than 0.080 inch. If any clearance is found to be greater, remove and reposition the two spigots P/N AB 16-549 to the forward face of the channel section and open up and countersink the existing rivet holes to receive 5/32 inch diameter 100 degree rivets to material Specification L86, or FAA- approved equivalent, to attach the spigots. (2) Inspect to ensure that a continuous line has been stenciled across the sliding bar fastener boss and skin in accordance with British Aircraft Corporation One-Eleven Alert Service Bulletin No. 54-A-PM-2649, dated September 22, 1966, or later ARB-approved issue. If this has not been accomplished, aline the locked indicator marks on the sliding bar fastener boss and the skin and stencil, with paint of a contrasting color to the local finish, a continuous line across the boss and the skin in line with the existing locked indicator marks.(3) Operate the sliding bar fasteners to ensure that the snapover locking action is positive and that no looseness exists. Lubricate and operate several times, in accordance with British Aircraft Corporation One-Eleven Alert Service Bulletin No. 54-A-PM-2649, dated September 22, 1966, or later ARB-approved issue, any fastener that fails to meet this requirement. Replace any fastener that fails to respond to this treatment with a new part. (4) Replace Camloc fastener grommets with steel grommets P/N 4002-0 or an FAA-approved equivalent. (c) Within the next 1,800 hours' time in service after the effective date of this AD, remove the access panels and re-lubricate the sliding bar fasteners using grease to Process Specification VP 93/2, or an FAA-approved equivalent. (d) The requirements of this AD do not apply to those airplanes that have been modified in accordance with British Aircraft Corporation One-Eleven Alert Service Bulletin No. 54-A-PM-2649, dated September 22, 1966, or later ARB-approved issue. This directive effective March 6, 1967.
91-11-09: 91-11-09 CESSNA: Amendment 39-7006. Docket No. 90-CE-66-AD. Supersedes AD 88-22-01. Applicability: Model T303 airplanes (all serial numbers), certificated in any category. Compliance: Required as indicated, unless already accomplished. To prevent failure of the nose gear actuator attachment fitting, accomplish the following: (a) Within the next 50 hours time-in-service (TIS) after the effective date of this AD or upon the accumulation of 550 hours TIS, whichever occurs later, and thereafter at intervals of 50 hours TIS, inspect the nose gear actuator attachment fitting for cracks in accordance with Cessna Service Bulletin (SB) MEB88-4, dated August 5, 1988. (1) If any of the legs of the fitting are cracked, prior to further flight, replace the cracked fitting with an improved fitting, part number P/N 2543004-5, in accordance with Cessna SB MEB88-4, Revision 2, dated October 26, 1990. (2) If no cracks are found, return the airplane to service and continue the repetitive inspections specified in paragraph (a) of this AD. (b) Within the next 12 calendar months after the effective date of this AD, unless already accomplished in accordance with paragraph (a)(1) of this AD, replace the nose gear actuator attachment fitting, P/N 2543004-1 or 2543004-3, with an improved fitting, P/N 2543004-5, in accordance with Cessna SB MEB88-4, Revision 2, dated October 26, 1990. (c) The inspections required by paragraph (a) of this AD are no longer required when the nose gear actuator attachment fitting has been replaced with P/N 2543004-5 in accordance with paragraphs (a)(1) or (b) of this AD. (d) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a location where the requirements of this AD can be accomplished. (e) An alternative method of compliance or adjustment of the initial or repetitive compliance times that provides an equivalent level of safety may be approved by the Manager, Wichita Aircraft Certification Office, 1801 Airport Road, Room 100, Mid-Continent Airport, Wichita, Kansas 67209. The request should be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Wichita Aircraft Certification Office. (f) All persons affected by this directive may obtain copies of the documents referred to herein upon request to the Cessna Aircraft Company, Customer Services, P.O. Box 7704, Wichita, Kansas 67277; or may examine these documents at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri 64106. This amendment supersedes AD 88-22-01, Amendment 39-6041. This amendment (39-7006, AD 91-11-09) becomes effective on June 28, 1991.
55-03-01: 55-03-01 CONVAIR: Applies to All Model 340 Aircraft. Compliance required as indicated. A 340 was involved in a flight accident due to the AN 310-4 nut coming off of the AN 174-33 bolt that attaches the left-hand elevator servo tab idler to the structure resulting in flutter of the elevator servo tab, with subsequent failures at the elevator control system and loss of elevator control. As a precautionary measure, the following is required: As soon as practical but not later then the next 15 hours service, inspect the control systems for the servo tab on the left elevator and on the right elevator trim tab on all 340 aircraft. Inspection is to cover all nuts, bolts, idlers, bellcranks, pushrods and general security check of all nuts and bolts.
2009-26-03: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 737-300, -400, -500, -600, -700, -700C, -800, and -900, and 747-400 series airplanes; and Model 757, 767, and 777 airplanes. This AD requires modifying the static inverter by replacing resistor R170 with a new resistor and relocating the new resistor. This AD results from evaluation of the carbon resistor, which revealed a failure mode that can cause the resistor to ignite, involving adjacent capacitors as well. We are issuing this AD to prevent a standby static inverter from overheating, which could result in smoke in the flight deck and cabin and loss of the electrical standby power system.
2009-24-16: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by the aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: Zinc-coated starter ring gears installed on Solo 2625 01 and 2625 02 engines have shown to be prone to cracking. For that reason, AD 2009-0169-E has been published in July 2009. From that date, collected in-service data have been revealed that painted starter ring gears with lightening holes are also subject to cracks. The reason for these cracks is still unknown at the present time. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
64-21-04: 64-21-04 FAIRCHILD: Amdt. 814 Part 507 Federal Register September 11, 1964. Applies to Model F-27 Aircraft, Serial Numbers 1 through 97, and 99. Compliance required as indicated. There have been cracks found in the rib caps and stringers in the vertical stabilizer where the rib at water line 201.575 attaches to the hat and zee section stringers. To preclude the condition from developing in other such aircraft, accomplish the following: (a) On aircraft with less than 1,000 hours' time in service on the effective date of this AD, comply with (c) prior to the accumulation 1,050 hours' time in service, unless already accomplished within the last 200 hours' time in service, and thereafter at intervals not to exceed 200 hours' time in service from the last inspection. (b) On aircraft with 1,000 or more hours' time in service on the effective date of this AD, comply with (c) within the next 50 hours' time in service after the effective date of this AD, unless already accomplished within the last 150 hours' time in service, and at intervals thereafter not to exceed 200 hours' time in service from the last inspection. (c) Inspect for cracks in the skin, rib and stringers on both sides of the vertical stabilizer along and directly adjacent to water line 201.575, from the trailing edge of the stabilizer, forward, to the auxiliary spar (located directly aft of the stabilizer leading edges). Use X-ray or dye penetrant in conjunction with at least a 10-power glass, or FAA-approved equivalent inspection. If cracks are found accomplish (d). (d) Repair cracked parts in accordance with an FAA-approved repair or replace cracked parts with a part of the same part number or an FAA approved equivalent before further flight except that a ferry flight may be made in accordance with the provisions of CAR 1.76. (e) The repetitive inspection intervals specified in (a) and (b) may be increased from 200 hours' time in service to 800 hours' time in service from the last inspection on aircraft that are modified in accordance with Fairchild Service Bulletin No. 55-4 dated March 1, 1963, or an FAA approved equivalent. (f) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Eastern 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. (Fairchild Service Bulletins 55-4 dated March 1, 1963, and 55-5 dated March 1, 1963, cover this subject.) This supersedes AD 63-10-2. This directive effective September 12, 1964.
2021-23-15: The FAA is adopting a new airworthiness directive (AD) for certain Airbus SAS Model A319-111, -112, -113, -114, -115, -131, -132, and -133 airplanes; Model A320-211, -212, -214, -216, -231, -232, and - 233 airplanes; and Model A321-111, -112, -131, -211, -212, -213, -231, and -232 airplanes. This AD was prompted by a report that during re- engineering of galley G5, a 9G forward full scale qualification test was performed, and the door of the waste compartment opened before the required load was reached. This AD requires modifying the waste compartment door of each affected galley, as specified in a European Aviation Safety Agency (EASA) AD, which is incorporated by reference The FAA is issuing this AD to address the unsafe condition on these products.
88-11-10 R1: 88-11-10 R1 AIRBUS INDUSTRIE: Amendment 39-5931 as amended by Amendment 39- 6005. Applies to Model A300 series airplanes, equipped with General Electric CF6-50 engines, without a secondary latching system on core cowl doors, certificated in any category. Compliance required as indicated, unless previously accomplished. To prevent structural damage to the airplane due to engine core cowl door separation, accomplish the following: A. Within 10 days after the effective date of this AD, check the core cowl door latches of each engine once each day, and re-check after each core cowl door is opened and subsequently closed. 1. If the latch is open, before further flight, properly close the latch. 2. If the latch will not engage, adjust the latch, in accordance with the A300 maintenance manual. 3. If the latch cannot be properly adjusted, replace the latch prior to further flight. B. The checks required by paragraph A., above, may be discontinued after a secondary latching system is installed, in accordance with Airbus Industrie Service Bulletin A300- 71-053, Revision 2, dated January 6,1987. C. An 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, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who may add any comments and then send it to the Manager, Standardization Branch, ANM-113. D. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of the modification required by this AD. All persons affected by this directive who have not already received the appropriate service information from the manufacturer, may obtain copies upon request to Airbus Industrie, Airbus Support Division, Avenue Didier Daurat, 31700 Blagnac, France. This information may be examined at FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. This AD revises AD 88-11-10, Amendment 39-5931. This amendment, 39-6005, becomes effective September 6, 1988.
60-23-04: 60-23-04 PRATT & WHITNEY: Amdt. 215 Part 507 Federal Register November 4, 1960. Applies to Turbo Wasp JT3C-7 Turbojet Engines Prior to Serial Number P632425B and all JT3C-6 Turbojet Engines. Compliance required at first engine overhaul after December 15, 1960. To prevent failure of the bevel accessory drive gearshaft and resultant loss of engine power, replace P/N 350460 gearshaft with P/N 401493 gearshaft.