Results
62-10-01: 62-10-01 BELL: Amdt. 428 Part 507 Federal Register April 21, 1962. Applies to All Model 47J Helicopters Serial Numbers 1420 Through 1802 With Rollpins P/N 49-040-187-1750 or Clevis Pins P/N MS 20392-2-49 Installed In Elevator Spar, and With End Rib P/N 47-267- 453-1 (0.025-Inch Thick) Installed; Except Those Helicopters That Have Bell Kit No. 47-3746-1 or 47-3746-2 Installed. Compliance required as indicated. Numerous reports have been received of fatigue cracking of the tubular spar of both the right and left elevator at the Rollpin hole at B.L. 7.0, and fatigue cracking of the inboard rib of the elevators. To preclude failure of the elevator, the following shall be accomplished: (a) Within 25 hours' time in service after the effective date of this AD: (1) Remove the elevators from the tail boom in accordance with the Bell Maintenance Manual. (2) Clean the area around the Rollpin hole and remove any zinc chromate putty from any plugged hole in the tubular spar at B.L. 7.0 for both right and left elevators. (3) Inspect for cracks in the tubular spar of both elevators at the Rollpin hole at B.L. 7.0 using a 5-power or higher magnifying glass. (4) Inspect the inboard rib for cracks using a 5-power or higher magnifying glass. (b) If cracks are found in the tubular spar modify the elevator with Bell Helicopter Kit No. 47-3746-1 or 47-3746-2, "Improved Design Synchronized Elevator," or FAA engineering approved equivalent prior to further flight. (c) If no cracks are found in the tubular spar, install clevis pin in accordance with subparagraphs (1) through (4) or Bell Service Letter No. 56 and reinspect in accordance with subparagraph (5). (1) Position coupling assembly P/N 47-267-483-1 on elevators and line drill through Rollpin holes with a "D" (0.2460-inch diameter) drill. Remove sharp edges from holes. Install MS 20392-3-49 clevis pins, AN 960-4162 washers, and AN 381-3-6 cotter pins. A finger tight slip fitof the clevis pins is desired, approximately 0.0005 inch loose. (2) Reinstall the elevator on the helicopter, shim as required to prevent preload or end play at bearings. (3) Check clearance between skin and end of clevis pins. Trim skin, if necessary, to obtain clearance. (4) Rerig elevator in accordance with the Bell Maintenance Manual. (5) Reinspect in accordance with (a)(1) through (a)(3) within each succeeding 50 hours' time in service until Bell Helicopter Kit No. 47-3746-1 or 47-3746-2, "Improved Design Synchronized Elevator", or FAA approved equivalent is installed. (d) If cracks are found in the inboard rib, repair the elevator as specified below, or modify with Bell Helicopter Kit No. 47-3746-1 or 47-3746-2, or FAA engineering approved equivalent prior to further flight. (1) Remove the inboard rib by drilling out the rivets and remove the Bell P/N 47-267-404-7 shoulder from the rib by drilling out the rivets. (2) Add a doubler of 0.032 thickness, or a new rib of 0.032 thickness, material aluminum alloy 2024-0, or a Bell rib P/N 47-267-453-7 (one required per elevator). (3) Rivet Bell P/N 47-267-404-1 shoulder to the old rib and new doubler or the new rib. Use the rivet pattern in the shoulder with AN 470-AD3 or -4 rivets. (4) Install the rib assembly, using the rivet pattern in the elevator skin with MS 20600 AD4 or -5 rivets. (e) If no cracks are found in the inboard rib: (1) Reinstall the elevator on the helicopter in accordance with Bell Maintenance Manual. (2) Reinspect rib for cracks in accordance with (a)(4) within each succeeding 50 hours' time in service until Bell Helicopter Kit No. 47-3746-1 or 47-3746-2, "Improved Design Synchronized Elevator", or FAA engineering approved equivalent is installed. (f) Upon request of the operator, an FAA maintenance inspector subject to prior approval of the Chief, Engineering and Manufacturing Branch, Southwest 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. (Bell Service Bulletin No. 135 SB dated July 27, 1961, covers this same subject. Bell's Service Letter No. 56 covers an acceptable fix for paragraphs (c)(1) through (c)(4) of this AD.) This directive effective May 22, 1962.
2008-19-11: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) provided by the European Aviation Safety Agency (EASA) to identify and correct an unsafe condition on Turbomeca S.A. Arrius 2B1, 2B1A, 2B2, and 2K1 turboshaft engines. The MCAI describes the unsafe condition as: A short circuit of some tantalum capacitors inside certain electronic control (EEC) units may lead to an in-flight shutdown on one of the two engines resulting from: --Direct activation of the overspeed electronic protection; --Non-direct activation of the electronic overspeed protection by lowering the threshold, --Spurious activation of the starting sequence; or --Loss of power control with no freeze of the fuel-metering valve. We are issuing this AD to prevent in-flight engine shutdowns and possible forced autorotation landing or accident.
91-15-25: 91-15-25 GENERAL ELECTRIC COMPANY (GE): Amendment 39-7090. Docket No. 90- ANE-34. Applicability: GE CF6-80A series and CF6-80C2 series engines, installed on, but not limited to, Airbus A300 and A310 and Boeing 747 and 767 aircraft. Compliance: Required as indicated, unless already accomplished. To prevent an uncontained engine failure, accomplish the following: (a) Inspect high pressure compressor rotor (HPCR) stages 11-14 spool-shafts for vane to spool rubs within 500 cycles in service (CIS) after the effective date of this AD, or prior to accumulating 8000 cycles since new, whichever occurs later, according to the following: (1) Inspect CF6-80A series engines, Serial Numbers (S/N) 580-101 through 580-319, and S/N 585-101 through 585-222, installed with an HPCR stages 11-14 spool-shaft, Part Number (P/N) 9225M37G11, 9225M37G14, 9225M37G16, 9225M37G19, 9225M37G20, or 9225M37G21, in accordance with the Accomplishment Instructions in GE CF6-80A Service Bulletin (SB) 72-459, Revision 2, dated June 14, 1989. (2) Inspect CF6-80C2 series engines, S/N 690-101 through 690-181, S/N 695-101 through 695-150, and S/N 705-101 through 705-112, installed with an HPCR stages 11- 14 spool-shafts, P/N 9380M30G07, 9380M30G08, 9380M30G09, 9380M30G10, or 1531M21G01, in accordance with the Accomplishment Instructions in GE CF6-80C2 SB 72-130, Revision 2, dated October 18, 1989. (3) Inspect in accordance with the applicable requirements of paragraph (a)(1) or (a)(2) of this AD, HPCR stages 11-14 spool-shafts which were installed in a high pressure compressor (HPC) at an engine shop visit, with stages 10 through 13 vane radiiless than the values indicated in Table 1 of this AD for CF6-80A service engines, and Table 2 of this AD for CF6-80C2 series engines. (b) The inspection requirements of paragraph (a) of this AD are not applicable to HPCR stages 11-14 spool-shafts visually inspected at the piece-part level, determined not to have vane to spool rub damage,and were installed in an HPC with stages 10 through 13 vane radii greater than or equal to the values indicated in Table 1 of this AD for CF6-80A series engines, and Table 2 of this AD for CF6-80C2 series engines. (c) Remove from service within 500 CIS after the effective date of this AD or prior to accumulating 8,000 cycles since new, whichever occurs later, HPCR stages 11-14 spool-shafts with vane to spool rub damage. NOTE: CF6-80A SB 72-460 and CF6-80C2 SB 72-131 introduce an FAA approved rework procedure to increase the FAA approved life limit for HPCR stages 11-14 spool-shafts with vane to spool rub damage. (d) Aircraft may be ferried in accordance with the provisions of FAR 21.197 and 21.199 to a base where the AD can be accomplished. (e) Upon submission of substantiating data by an owner or operator through an FAA Inspector (maintenance, avionics or operations, as appropriate), an alternate method of compliance with the requirements of this AD or adjustments to thecompliance times specified in this AD may be approved by the Manager, Engine Certification Office, Engine and Propeller Directorate, Aircraft Certification Service, FAA, 12 New England Executive Park, Burlington, Massachusetts 01803-5299. (f) The inspections shall be done in accordance with the following GE documents: DOCUMENT PAGE NO. ISSUE/REVISION DATE GE CF6-80A 2-9 Original 11/25/86 SB 72-459 1 Rev. 2 6/14/89 Total Pages: 9 GE CF6-80C2 2-9 Original 11/25/86 SB 72-130 1 Rev. 2 10/18/89 Total Pages: 9 This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from General Electric Aircraft Engines, CF6 Distribution Clerk, Room 132, 111 Merchant Street, Cincinnati, Ohio 45246. Copies may be inspected at the FAA, New England Region, Office of the Assistant Chief Counsel, Room 311, 12 New England Executive Park, Burlington, Massachusetts, or at the Office of the Federal Register, 1100 L Street, NW, Room 8401, Washington, D.C. TABLE 1 CF6-80A HPC Stator Vane Minimum Radii Vane Stage Position Minimum Vane Radius (in) Stage 10 Vanes 1-6, 35-80 11.416 7-8, 33, 34 11.417 9, 10, 31, 32 11.418 11, 12, 29, 30 11.419 13-16, 25-28 11.420 17-24 (or 1-80 if round grind) 11.421 Stage 11 Vanes 1-6, 35-80 11.623 7, 8, 33, 34 11.624 9, 10, 31, 32 11.625 11, 12, 29, 30 11.626 13, 16, 25-28 11.627 17-24 (or 1-80 11.628 if round grind) Stage 12 Vanes with Liners 1-10, 31-80 11.769 11, 12, 29, 30 11.770 13-15, 26-28 11.771 16-25 (or 1-80 if round grind) 11.772 Stage 12 Vanes without Liners 1-10, 31-80 11.786 11, 12, 29, 30 11.787 13-15, 26-28 11.788 16-25 (or 1-80 if round grind) 11.789 Stage 13 Vanes 1-10, 31-80 11.903 11, 12, 29, 30 11.904 13-15, 26-28 11.905 16-25 (or 1-80if round grind) 11.906 NOTES: (1) Vane radius is measured from vane tip at vane centerline to stator case centerline. (2) Vane positions are numbered clockwise, aft looking forward, starting with No. 1 at the left hand horizontal split line upper stator case. (3) These revised minimum vane radii were incorporated into the CF6-80A Engine Manual, GEK 72501, in Revision 23. TABLE 2 CF6-80C2 HPC Stator Vane Minimum Radii Vane Stage Position Minimum Vane Radius (in) Stage 10 Vanes 1-6, 35-80 11.409 7, 34 11.410 8, 9, 32, 33 11.411 10, 31 11.412 11, 12, 29, 30 11.413 13, 14, 27, 28 11.414 15, 16, 25, 26 11.415 17-24 (or 1-80 if round grind) 11.416 Stage 11 Vanes 1-6, 35-80 11.617 7, 34 11.618 8, 9, 32, 33 11.619 10, 31 11.620 11, 12, 29, 30 11.621 13, 14, 27, 28 11.622 15, 16, 25, 26 11.623 17-24 (or 1-80 if round grind) 11.624 Stage 12 Vanes 1-10,32-84 11.780 11, 31 11.781 12, 13, 29, 30 11.782 14-16, 26-28 11.783 17-25 (or 1-84 if round grind) 11.784 Stage 13 Vanes 1-10, 31-80 11.906 11, 12, 29, 30 11.907 13, 14, 27, 28 11.908 15, 16, 25, 26 11.909 17-24 (or 1-80 if round grind) 11.910 NOTES: (1) Vane radius is measured from vane tip at vane centerline to stator case centerline. (2) Vane positions are numbered clockwise, aft looking forward, starting with No. 1 at the left hand horizontal split line upper stator case. (3) These revised minimum vane radii were incorporated into the CF6-80C2 Engine Manual, GEK 92451, in Revision 7. This amendment (39-7090, AD 91-15-25) becomes effective on September 6, 1991.
62-08-03: 62-08-03 BEECH: Amdt. 421 Part 507 Federal Register April 17, 1962 as amended by Amendment 39-1019. Applies to Models 35-33, 35-A33 and 35-B33, Serial Numbers prior to CD-803, except CD-745 and CD-789; Models 35, A35, B35, C35, D35, E35, F35, G35, H35, J35, K35, M35, N35, and P35, Serial Numbers prior to D-6952; Model 50, Serial Numbers H-1 through H-11; Models B50 and C50, Serial Numbers CH-12 through CH-360; Models D50, D50A, D50B, D50C and D50E, Serial Numbers prior to DH-327, except DH-323 and DH-324; Model E50, Serial Numbers EH-1 through EH-70; Model F50, Serial Numbers FH-71 through FH-96 except FH-94; Model G50, Serial Numbers GH-94 and GH-97 through GH-119; Model H50, Serial Numbers HH-120 through HH-149; Model J50, Serial Numbers JH-150 through JH- 163; Models 95-55 and 95-A55, Serial Numbers prior to TC-276 except TC-235, TC-245, TC- 266, TC-273 and TC-274; Model 65, Serial Numbers prior to LC-141 except LC-125; Models 95, B95 and B95A, Serial Numbers prior to TD-499 airplanes. Compliance required within 100 hours' time in service after the effective date of this amendment unless already accomplished. As a result of cracks in and one failure of the white plastic rams horn control wheel, accomplish the following: (a) Within the next 5 hours' time in service after the effective date of this AD and thereafter at each 100 hours' time in service or twelve calendar months, whichever occurs first, visually inspect the white plastic rams horn control wheels for cracks. Give particular attention to the area on the forward side of the hub and in the area of the attachment pin. (b) If cracks are found, replace the control wheel prior to further flight. (c) The inspections required by this AD may be discontinued when the proper replacement control wheel as specified in Beech Service Bulletin dated March 1970, titled "Control Wheel, Clock and Map Light, Inspection of Plastic Rams Horn Type Control Wheels" has been installed or an FAA approved equivalent is installed. (Beech Service Bulletin dated March 23, 1962, titled "Inspection of Plastic Rams Horn Type Control Wheels" covers this same subject.) Amendment 421 effective April 30, 1962. Revised February 16, 1965. This Amendment (39-1019) becomes effective July 9, 1970.
95-11-05: This amendment adopts a new airworthiness directive (AD) that is applicable to Societe Nationale Industrielle Aerospatiale and Eurocopter France (Eurocopter France) Model AS-355 E, F, F1, F2, and N helicopters. This action requires a check to ensure that the main gearbox (MGB) oil pressure warning light illuminates during each shutdown of the helicopter engine until the MGB oil pressure switch (switch) is removed and replaced. This amendment is prompted by a malfunction of the MGB switch. This condition, if not corrected, could result in failure to detect a loss of oil pressure, loss of the MGB, loss of power to the main rotor system, and subsequent loss of control of the helicopter.
61-25-03: 61-25-03 DOUGLAS: Amdt. 375 Part 507 Federal Register December 9, 1961. Applies to All DC-8 Aircraft, Serial Numbers 45252-45289, 45291-45306, 45376-45393, 45408-45413, 45416-45419, 45421-45431, 45433-45437, 45442-45445, 45526, 45565-45570, 45588-45606, 45609-45614, 45616-45622, 45624-45627, 45636. \n\n\tCompliance required as indicated. \n\n\tTo remove from service certain wing flap inboard actuating cylinders which, because of design characteristics, have failed in service and caused airplane operating difficulties, to remove adverse corrosion from any of the wing flap actuating cylinders, and to incorporate increased protection against corrosion for all flap actuating cylinders, the following shall be accomplished: \n\n\t(a)\tRemove all wing flap inboard actuating cylinder assemblies Douglas P/N 3715408-5001 or 3764264-5001 identified as having been manufactured by the Clary Corporation as follows: \n\n\t\t(1)\tCylinder assemblies with more than 5,000 hours' time in service shall be removed within 375 hours' time in service after the effective date of this AD. \n\n\t\t(2)\tCylinder assemblies with less that 4,625 hours' time in service shall be removed within 750 hours' time in service after the effective date of the AD. \n\n\t\t(3)\tCylinder assemblies with total time in service between 4,625 and 5,000 hours shall be removed prior to reaching a total time in service of 5,375 hours. \n\n\t(b)\tReplace each cylinder assembly removed per (a), with an assembly which has been inspected for freedom from cracks and for proper heat treatment, modified as necessary and reidentified, all in accordance with the instructions in Paragraph 2, section entitled Kit D and/or Kit C, of Douglas DC-8 Service Bulletin No. 27-118, Revision No. 1 to Reissue No. 1 or later, or with an FAA approved equivalent new part. \n\n\t(c)\tAll inboard cylinder assemblies (Clary or otherwise) which have been replaced in accordance with (b), shall be identified with a single band of green paint near the aft end of the barrel or with other suitable markings which will permit ready determination that an acceptable cylinder assembly is installed in the airplane. \n\n\t(d)\tWithin 900 hours' time in service following the effective date of this AD, replace all wing flap actuating cylinder assemblies (6 per airplane) with cylinder assemblies in which the barrels have been inspected for evidence of internal corrosion, cleaned and treated or replaced as necessary, and sealed, all in accordance with the instructions in Paragraph 2, section entitled Kits A, B, C, D, or E, of Douglas DC-8 Service Bulletin No. 27-118, Revision No. 1 to Reissue No. 1 or later, or with FAA approved equivalent new parts. Each of these modified or replacement cylinder assemblies shall be marked with two bands of green paint near the aft end of the barrel, or with other acceptable identifying markings. In those cases where a single band of green paint has been used to identify compliance of inboard cylinder assemblies with the provisions of paragraph (b) and such cylinder assemblies are determined to be eligible for reinstallation in accordance with this paragraph, only one additional band of green paint shall be added. \n\n\t(Douglas DC-8 Service Bulletin No. 27-118 covers this same subject.) \n\n\tThis directive effective December 9, 1961.
2008-19-08: The FAA is superseding an existing airworthiness directive (AD), which applies to all Avions Marcel Dassault-Breguet Model Falcon 10 airplanes. That AD currently requires either revising the airplane flight manual and installing a placard in the flight deck to prohibit flight into known or forecasted icing conditions, or repetitively inspecting for delamination of the flexible hoses in the wing (slat) anti-icing system and performing corrective actions if necessary. The existing AD also requires replacement of the flexible hoses installed in the slat anti-icing systems, which ends the repetitive inspections. This new AD continues to require replacement of the flexible hoses installed in the slat anti-icing systems with new hoses, but at intervals defined in flight hours instead of flight cycles. This AD results from information we received from operators and the airplane manufacturer indicating that the repetitive interval for the required replacement deviated from the referenced service information. We are issuing this AD to prevent collapse of the flexible hoses in the slat anti-icing system, which could lead to insufficient anti-icing capability and, if icing is encountered in this situation, could result in reduced controllability of the airplane. DATES: This AD becomes effective October 27, 2008. On October 11, 2007 (72 FR 51161, September 6, 2007), the Director of the Federal Register approved the incorporation by reference of Dassault Service Bulletin F10-313, Revision 1, dated May 10, 2006.
62-02-02: 62-02-02 BOEING AND DOUGLAS: Amdt. 385 Part 507 Federal Register January 16, 1962. Applies to All 707/720 Series and DC-8 Series Aircraft Equipped With Pratt and Whitney JT3D-3 Turbofan Engines. \n\n\tCompliance required as indicated. \n\n\t(a) For engines previously inspected by the procedure described in paragraph (c), reinspect in accordance with paragraph (c) every 225 hours' time in service thereafter. \n\n\t(b) For engines not previously inspected by the procedure described in paragraph (c) inspect in accordance with paragraph (c) as follows: \n\n\t\t(1) Inspect engines with 200 or more hours' time in service within the next 25 hours' time in service and every 225 hours time in service thereafter. \n\n\t\t(2) Inspect engines with less than 200 hours' time in service by the time 225 hours' time in service have been accumulated and every 225 hours' time in service thereafter. \n\n\t(c) Due to recent failures of P/N 393504 fourth stage compressor rotor disc, inspect the disc for cracks adjacent to the inside edge of the tie bolt circular rib in the disc web. Such cracks may progress along the inside of the rib and then toward the disc bore through the bore stiffening section. \n\n\tTo accomplish the inspection, remove the front accessory drive support assembly (N1 gearcase) and the front accessory drive main spur gear (N1 gearcase coupling). Using a strong light and borescope or similar optical device, visually inspect the fourth stage compressor rotor disc in the area noted above. If any cracking is found, the engine must be removed for disc replacement prior to further flight. \n\n\t(d) The requirement for main oil screen inspection per AD 61-24-01 does not apply when the No. 1 bearing compartment is exposed for this disc inspection. \n\n\t(Pratt and Whitney Aircraft telegraphic message of December 19, 1961, covers the same subject.) \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 December 22, 1961. \n\n\tRevised October 12, 1962.
48-09-02: 48-09-02 DOUGLAS: Applies to C-54 and DC-4 Aircraft. \n\n\tTo preclude the probability of short circuits occurring in the electrical distribution bus which runs from nacelles number one to four, and which is impracticable to protect by circuit protective devices, the following must be accomplished to assure that this bus will be in a fault-free condition. \n\n\tI.\tInspection required by April 1, 1948, and thereafter at intervals not to exceed 400 hours (or in the case of scheduled air carrier operators at each routine check period.) \n\n\tDetermine that at least 1/2-inch clearance is maintained between the bus and protuberances likely to "ground" the bus in the nacelle areas. Note particularly this clearance at the engine control pulleys and the pulley guide brackets. \n\n\tII.\tInspection required not later than July 1, 1948, and thereafter at intervals not to exceed 8,000 hours. \n\n\tIn those installations where the large No. 1/0 nacelle-to-bus feeder cables are run in metallic conduit, such cables must be pulled out for inspection. Replace by new cable ANA Spec. ANJC48a or Douglas DES SM-2001, where chafing or mechanical deterioration of the insulation is evident. \n\n\t(NOTE: Oil-soaked insulation alone is not considered as sufficient cause to require the replacement of this cable.) \n\n\tIII.\tNot later than June 1, 1948. \n\n\tDetermine that the bus supporting brackets are of approved Douglas Aircraft Co. standard quality and that Adel or equivalent cushioned nongrounding type bus clamps are used for clamping the bus onto the brackets. Any substandard brackets and clamps must be replaced. \n\n\t(Douglas Service Letter No. A214TS-1245/SRD-530 dated October 10, 1947, covers this same subject.)
47-21-03: 47-21-03 FAIRCHILD: (Was Mandatory Note 9 of AD-707-2 and Mandatory Note 6 of AD-706-1.) Applicable to Models F24W-41A. Serial 373 and Up, and All Models F24W46, F24W46S, F24R46, F24R46A and F24R46S Aircraft. Compliance required before August 1, 1947. Inspect forward rudder cable turnbuckles which attach to idler brackets located in lower fuselage truss aft of baggage compartment. Turnbuckles should swivel freely. Turnbuckle eyes with shank bent or filed down or which are otherwise damaged should be replaced. Select an eye which swivels freely in idler bracket and use a clevis bolt of sufficient length to prevent binding. If shank of eye is bent, check alinement of rudder cable. (Fairchild Service Bulletin No. 47-24-2 dated April 22, 1947, covers this same subject.)
2008-19-04: We are adopting a new airworthiness directive (AD) for certain Boeing Model 777-200 and -300 series airplanes. This AD requires revising the airplane flight manual to include in-flight procedures for pilots to follow in certain cold weather conditions and requires fuel circulation procedures on the ground when certain conditions exist. This AD results from a report of uncommanded reduction in thrust on both engines because of reduced fuel flows. We are issuing this AD to prevent ice from accumulating in the main tank fuel feed system, which, when released, could result in a restriction in the engine fuel system. Such a restriction could result in failure to achieve a commanded thrust, and consequent forced landing of the airplane.
46-27-02: 46-27-02 DOUGLAS: (Was Mandatory Note 4 of AD-762-7.) Applies to C-54 and DC-4 Aircraft. \n\n\tInspection to be accomplished immediately and at periods not to exceed 35 hours thereafter. \n\n\tNumerous reports have been received of cracks occurring in the nose wheel brace strut collar, P/N 5102824, in the region where the steering lugs meet the collar body. If cracks are found, repairs should be made as outlined in Douglas Service Bulletin C-54-209S (Supplement) dated May 31, 1946. After repairs have been accomplished, inspection must be continued at intervals not to exceed 35 hours. \n\n\tDouglas Service Bulletin C-54-209S (Supplement) dated August 12, 1946, contains the information which is included in the supplement dated May 31, 1946. In addition, the later supplement outlines a method for the installation of steel brace rods to the nose wheel brace strut collar. Although the addition of the steel brace rods is not mandatory, it is recommended by the Douglas Co. If the steelbrace rod installation has been incorporated in addition to the rework to the nose wheel brace strut collar which is required in the above paragraph, the 35-hour periodic inspections will not be required.
47-21-17: 47-21-17 REPUBLIC: (Was Mandatory Note 7 of AD-769-2.) Applies to Model RC-3 Aircraft Serial Numbers 5 to 125, Inclusive. To be accomplished not later than the next 25 hours of operation subsequent to July 1, 1947, and in any case not later than September 1, 1947. In order to provide an improved backfire screen, remove existing screen from flexible hot air tube, install new type screen with flush end locating it to prevent interference with the carburetor air duct or the old screen which will be reinstalled. Securely attach new screen to tube. (Republic Seabee Bulletin No. 2 covers this same subject.)
47-47-05: 47-47-05 MARTIN: (Was Service Note 1 of AD-795-1.) Applies to Model 202 Aircraft. The Stewart-Warner 921-B heaters in the Cabin heating and wing thermal deicing systems shall be inspected in accordance with the following: Any heaters indicating impending failure as a result of these inspections shall be replaced immediately: 1. Inspect combustion chamber and heat exchanger end plates on each end of the cabin heaters for signs of cracks at each 30 hours of airplane operation. For wing heaters this inspection should be conducted at each 60 hours of airplane operation. 2. Remove cabin heater for complete inspection and pressure test every 300 hours of airplane operation. In the case of wing heaters this inspection should be conducted at not less than every 600 hours of airplane operation. 3. Item 2. is to be repeated every 100 hours of airplane operation after the first 300- hour inspection for cabin heaters and every 200 hours of operation after the first 600-hourinspection in the case of wing heaters. NOTE: The above inspection periods may be varied within reasonable limits to suit the normal inspection periods of scheduled air carrier operators at the discretion of the assigned CAA Maintenance Inspector. If heater operating time is logged separately from airplane operating time, the inspections specified in 2. and 3. may be conducted on the basis of heater operating time except that, if this is done, both wing and cabin heaters should be inspected after the first 300 hours and each 100 hours thereafter.
2008-17-18: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from 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 describes the unsafe condition as: It has been found the occurrence of cable guard pins not installed in the aileron control system, which may lead to jamming of the aileron control cables, reducing the aircraft controllability. We are issuing this AD to require actions to correct the unsafe condition on these products.
92-18-03: 92-18-03 ISRAEL AIRCRAFT INDUSTRIES, LTD.: Amendment 39-8347. Docket No. 92-NM-79-AD. Applicability: Model 1125 Astra series airplanes, all serial numbers prior to 059; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent chafing and damage to the oxygen tubing, which could lead to increased potential for fire ignited from arcing or heated components, accomplish the following: (a) Within 200 hours time-in-service or 6 months after the effective date of this AD, whichever occurs first, inspect all oxygen tubing for security, chafing, and general condition, in accordance with Astra Service Bulletin SB 1125-35-071, dated February 12, 1992. (b) If any discrepancies are detected as a result of the inspections required by paragraph (a) of this AD, prior to further flight, protect the oxygen tubing in accordance with Astra Service Bulletin SB 1125-35-071, dated February 12, 1992. (c) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Standardization Branch, ANM-113. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch. (d) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (e) The inspection and protection shall be done in accordance with Astra Service Bulletin SB 1125-35-071, dated February 12, 1992. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and1 CFR Part 51. Copies may be obtained from Astra Jet Corporation, Technical Publications, 77 McCollough Drive, Suite 11, New Castle, Delaware 19720. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (f) This amendment becomes effective on October 8, 1992.
94-26-04: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Jetstream Model 4101 airplanes, that currently requires inspections to detect damage of the ball bearings in the aileron quadrants, replacement of damaged ball bearings with new ball bearings, and adjustment to the secondary stops. This amendment requires installation of new swivel bearings in the aileron quadrants, which, when accomplished, will terminate the inspection requirement. This amendment is prompted by the development of a modification that eliminates the need to inspect repetitively. The actions specified by this AD are intended to prevent failure of the bearings in the aileron quadrants, which could result in reduced controllability of the airplane.
48-19-01: 48-19-01 BELL: Applies to All Models 47B, 47B3, and 47D Helicopters. Compliance required by June 15, 1948. To provide continuous oil submersion of stabilizer bar damper replenishing valves, the dampers should be rotated 30 degrees down from their present position. This is accomplished by replacing the existing damper support frames, 47-140-132-1, with redesigned frames, 47-140- 013. (Bell Service Bulletin 64 covers this subject.)
2008-18-04: The FAA is superseding an existing airworthiness directive (AD), which applies to certain Bombardier Model DHC-8-400 series airplanes. That AD currently requires inspecting all barrel nuts to determine if the barrel nuts have a certain marking, inspecting affected bolts to determine if the bolts are pre-loaded correctly, and replacing all hardware if the pre-load is incorrect. For airplanes on which the pre-load is correct, the existing AD requires doing repetitive visual inspections for cracking of the barrel nuts and cradles and replacing all hardware for all cracked barrel nuts. The existing AD also requires replacing all hardware for certain affected barrel nuts that do not have cracking, which would end the repetitive inspections for those airplanes. The existing AD also provides an optional replacement for all affected barrel nuts. This new AD requires replacing all affected barrel nuts and applying a certain compound to the affected barrel nuts and bolts. This AD results from reports of cracking in the barrel nuts at the four primary front spar wing-to- fuselage attachment joints. We are issuing this AD to detect and correct cracking of the barrel nuts at the wing front spar wing-to- fuselage joints, which could result in reduced structural integrity of the wing-to-fuselage attachments and consequent detachment of the wing. DATES: This AD becomes effective October 14, 2008. The Director of the Federal Register approved the incorporation by reference of a certain publication listed in the AD as of October 14, 2008. On February 13, 2008 (73 FR 8187, February 13, 2008), the Director of the Federal Register approved the incorporation by reference of Bombardier Alert Service Bulletin A84-57-19, Revision A, dated February 6, 2008.
49-40-02: 49-40-02 PRATT & WHITNEY: Applies to Double Wasp CA Series (-3, -5, -15, -18) and Military R-2800-C Series (-22, -22W, -34, -34W, -57, -73, -77, -81, -83, -85) Engines. To be accomplished at next overhaul but in no case later than March 1, 1950. To preclude the possibility of complete loss of power as a result of failure of the supercharger impeller thrust bearing, the engine must be modified to incorporate a new thrust plate P/N 127770 with larger (No. 51) oil feed holes. Also P/N 84012 thrust spacer must be reworked to incorporate circumferential oil skates. Details off this modification and rework are given in Pratt & Whitney Service Bulletin No. 892, Revision B. As a precautionary measure, it is recommended that the engine be operated with minimum use of high ratio supercharger and that particular attention be directed toward keeping oil sludge to a minimum until the above modification has been accomplished.
49-28-01: 49-28-01 NAVION: Applies to All Airplanes Equipped With Product Techniques, Inc., Propeller Spinners. To be accomplished as specified below: In order to preclude the possibility of continued use of any unsatisfactory spinners which may be in existence, the following steps must be taken: 1. Spinners not previously installed on an aircraft must be inspected before installation for the thickness of the bulkhead. This may be accomplished by measuring the thickness of the bulkhead at the perimeter; measurements should be taken about 1/2 inch from the edge for best accuracy. The manufacturing process used in fabricating the bulkheads reduces the gage of the material about 0.012 inch at the perimeter. Bulkheads measuring less than 0.045 inch at this point must be replaced with heavier gage steel bulkheads. 2. Spinners which have partially completed the inspections previously required by AD 49-01-01 may continue in service until the next 10-hour inspection at which time thebulkhead should be gaged as specified above and replace if under 0.045-inch thickness. 3. Spinners having satisfactorily passed the five inspection periods required by AD 49-01-01 must be inspected for bulkhead thickness, as specified above, within the next 50 hours of flight, and replaced if under 0.045-inch thickness. It has been determined that bulkheads of 0.058-inch and 0.064-inch cadmium plated steel are satisfactory and do not require the periodic inspections previously specified in AD 49-01-01. However, bulkheads made of thinner gage steel, or of aluminum, are unsatisfactory. This supersedes AD 49-01-01.
46-40-02: 46-40-02 FAIRCHILD: (Was Mandatory Note 2 of AD-667-2; 3 of AD-633-2; 3 of AD- 535-2; 3 of AD-564-2; 3 of AD-600-2.) Applicable to Models 22 and 24 Series Aircraft Serial Numbers 3300 to 3319, Inclusive, and 3350 to 3358, Inclusive, Except Seaplanes. Compliance required at next 100-hour inspection. Unless previously accomplished, reinforce the oleo tubes at the piston end by installing sleeve. Fairchild part SK-1636. Sleeve may be attached by using two AN 435-5-4 rivets or by welding through four 5/16-inch holes drilled in the piston tube. All damaged parts should be replaced. Fairchild Service Bulletin 40-5, revised July 3, 1945, and 44-6-C dated May 8, 1944, cover this same subject.)
2008-16-18: We are adopting a new airworthiness directive (AD) for the products listed above. 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: Recently an RB211 HP turbine disc has been found with a crack which had propagated further than expected from the risk model that was used to establish the original inspection. We are issuing this AD to detect cracks that could cause the high pressure (HP) turbine disc to fail and result in uncontained failure of the engine.
71-19-01: 71-19-01 SCHLEICHER: Amendment 39-1283. Applies to Model K8 Gliders. Compliance is required within the next 25 hours' time in service after the effective date of this AD unless already accomplished. To prevent failure of the airbrake bellcrank inboard bearing bracket to main fuselage attachment welds, modify the bracket attachment in accordance with Schleicher Modification No. 10, dated October 25, 1962 or an FAA-approved equivalent. This amendment becomes effective September 7, 1971.
46-30-01: 46-30-01 LUSCOMBE: (Was Mandatory Note 1 of AD-694-4.) Applies Only to Model 8A Serial Numbers 2201 to 2614 Inclusive; 2616 to 2632 Inclusive; 2635, 2637, 2639, 2642, and 2645. Compliance required prior to completion of next 10 hours of operation. Replace the adjustment screw now installed in the lower end of the control stick horn, which is located beneath the floor boards with an AN 520-10-44 screw in order to prevent interference with the lower fuselage skin on the forward flange of the landing gear bulkhead. (Luscombe Service Bulletin No. 2-46 covers this same subject.)