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53-10-01: 53-10-01 CURTISS-WRIGHT: Applies to all C-46 Series aircraft. To be accomplished not later than November 1, 1953. To guard against the possibility of excessive air temperatures and associated fire hazards in the vacuum system discharge line, one of the following modifications must be accomplished: 1. Install a fusible plug in the side of the vacuum pump discharge port at right angles to the axis of the discharge port boss. Some pumps incorporate a plugged hole in the discharge port which may be enlarged to a 3/8-inch pipe tapped hole to accommodate the fusible plug. This plug should employ an AN 840-8D fitting with a binary eutectic mixture of 67.8 percent tin and 32.2 percent cadmium, which has a melting point of 351 degrees F. A drawing describing the design of such a plug is shown in Figure Douglas 2. The 3/8-inch fusible plug fitting is intended for pumps such as the Model 3P-211. Brass fittings of the same design as the above dural fittings are also acceptable. Incorporation of an overboard drain line clamped to the fusible plug is recommended, but is not mandatory. On installations which do not use an overboard discharge line the possibility exists that the plug may damage other nacelle components if it can hit them upon being blown out of the adapter at high velocity. Therefore, if no overboard discharge line is provided, the installation must be made in such a manner that the plug will not be directed toward any vulnerable components when it is blown from the adapter. Also, incorporation of steel lines with fire resistant hoses and utilizing hose liners and clamps in the vacuum discharge line is recommended if cracking and drying out of the flexible hose assemblies is experienced. In lieu of this fusible plug installation: 2. An oil separator equivalent in principle to the Genisco No. 40081 incorporating a pressure relief valve which can be disassembled for cleaning must be provided. (Genisco Co. is located at 2233 Federal Ave., Los Angeles 64, Calif.)
2018-10-02: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 787-8 airplanes. This AD requires inspecting the part number of the occupant restraint system on the standard attendant seats, and doing additional inspections and corrective actions if necessary. This AD was prompted by a report of loose attachment bolts on the occupant restraint system on a standard attendant seat due to the bolts being over-torqued during production. We are issuing this AD to address the unsafe condition on these products.
85-20-02: 85-20-02 LOCKHEED-CALIFORNIA COMPANY: Amendment 39-5144. Applies to Lockheed Model L-1011 series airplanes, certificated in any category, incorporating Kevlar/Nomex honeycomb elevator trailing edge panels. Compliance required as indicated, unless previously accomplished. To prevent the potential of major structural damage to the airplane due to flutter divergence as a result of water retention in the elevator trailing edge panels, accomplish the following: a. Within 300 hours time-in-service after the effective date of this AD, inspect by X- ray, moisture meter, or in-situ balance check, the elevator trailing edges for water entrapment in accordance with Lockheed Service Bulletin 093-55-026 dated November 20, 1984, or later FAA approved revision: 1. If no water is detected and the trailing edge has less than 20,000 hours time-in-service, reinspect in accordance with paragraph (a) at intervals not to exceed 3,500 hours time-in-service. 2. If no water is detected and the trailing edge has 20,000 or more hours time-in-service, reinspect in accordance with paragraph (a) at intervals not to exceed 7,000 hours time-in-service. 3. If water is present and the calculated or measured unbalance is within allowable limits, reinspect in accordance with paragraph (a) at intervals not to exceed 1,100 hours time-in-service. 4. If water is present and the total elevator unbalance cannot be brought within allowable limits, replace the trailing edge panel or panels before further flight. b. If the trailing edge is replaced by a trailing edge part number 1580585-103 or - 105, within 3,500 hours time-in-service after the replacement inspect in accordance with paragraph (a) and reinspect in accordance with paragraphs (a)(1), (a)(2), or (a)(3). c. The repetitive inspections required by paragraphs (a)(1), (a)(2), and (a)(3) may be discontinued after the trailing edge is modified in accordance with Lockheed Service Bulletin 093- 55-027, dated November 20, 1984, or later FAA-approved revision. d. Alternate means of compliance with this AD which provide an acceptable level of safety may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. e. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a base for accomplishment of inspections or modifications required by this AD. All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Lockheed-California Company, P.O. Box 551, Burbank, California 91520, Attention: Commercial Support Contracts, Dept. 63-11, U-33, B-1. These documents also may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Los Angeles Aircraft Certification Office, 4344 Donald Douglas Drive, Long Beach, California. This amendment becomes effective November 12, 1985.
2018-09-07: We are adopting a new airworthiness directive (AD) for Rolls- Royce plc (RR) Viper Mk. 601-22 turbojet engines. This AD requires removing the oil pump assembly, part number (P/N) V112027, and oil pressure filter, P/N V21264, from service and replacing them with parts eligible for installation. This AD was prompted by a report of an engine failure caused by installation of an incorrect oil filter. We are issuing this AD to correct the unsafe condition on these products.
87-06-07: 87-06-07 WEBER AIRCRAFT: Amendment 39-5574. Applies to Ancra part number 45238-10 (Weber SCD 833437-401) and Ancra part numbers 45232-10, -11, -12 (Weber SCD 833509-401, 403, 405) aft seat track fittings used on Weber Aircraft TSO C39a passenger and flight attendant seats. NOTE: Part numbers are not marked on the individual seat track fittings. Weber Service Bulletins Nos. 833437-25-505, dated March 14, 1986, and 833509-25-508, dated June 15, 1986, describe how these fittings can be identified and list the seat assembly part numbers, seat assembly serial numbers, aircraft, and aircraft customer on which these seat track fittings were installed by Weber. Compliance required within 90 days after the effective date of this AD, unless previously accomplished. To eliminate aft seat track fittings from service which do not meet minimum airworthiness requirements and would not provide required seat restraint in the event of an emergency landing, accomplish the following:A. Replace the seat track fittings in accordance with Weber Aircraft Service Bulletins Nos. 833437-25-505, dated March 14, 1986, and 833509-25-508, dated June 15, 1986, or later FAA-approved revisions. B. Alternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Western Aircraft Certification Office, FAA, Northwest Mountain Region. C. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to ferry aircraft to a maintenance base in order to comply with the requirements of this AD. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Weber Aircraft, 2820 Ontario Street, Burbank, California 91504. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or Western Aircraft Certification Office at 15000 Aviation Boulevard, Hawthorne, California. This amendment becomes effective April 6, 1987.
63-17-05: 63-17-05 PIPER: Amdt. 607 Part 507 Federal Register August 22, 1963. Applies to Model PA-25-235 Aircraft Serial Numbers 25-2000 through 25-2519 (Restricted and Normal Category). Compliance required as indicated. To preclude weld separations on the end of the landing gear shock strut assembly, Piper P/N 486604, which attaches to the landing gear vee assembly, accomplish the following: (a) Perform a daily inspection of the specified weld joints for cracks using dye penetrant or FAA approved equivalent methods until (b) is accomplished. Replace cracked landing gear shock struts before further flight. (b) Within 25 hours' time in service after the effective date of this AD, unless already accomplished, replace each landing gear shock strut assembly, Piper P/N 486604, with a new shock strut assembly having the same part number but identifiable by the coating of red oxide primer paint. (Piper Service Bulletin No. 217, dated July 11, 1963, covers this same subject.) This directive effective September 3, 1963.
89-05-01: 89-05-01 CASA: Amendment 39-6147. Applicability: All CASA Model C-212 series airplanes, certificated in any category. Compliance: Required as indicated below, unless previously accomplished. To prevent failure of the wing flap control system, accomplish the following: A. Within 180 days after the effective date of this AD, modify the bellcrank-to- control rod joints in the wing flap control system in accordance with CASA Service Bulletin 212- 27-22, Revision 3, dated May 20, 1988. B. 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. C. 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 modifications required by this AD. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Construcciones Aeronauticas S.A., Getafe, Madrid, Spain. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or at the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. This amendment (39-6147, AD 89-05-01) becomes effective April 3, 1989.
54-24-01: 54-24-01 BELL: Applies to All Models 47B, 47B3, 47D, 47D1, 47E, 47G Except 47G Serial Numbers 1286, 1287, 1294, 1295, and 1299 and Subsequent. Compliance required no later than next 25-hour inspection. In order to preclude improper installation of antitorque pedal assembly for dual controls, install two stop assemblies, P/N 47-722-165-1. (Bell Mandatory Service Bulletin No. 98 dated October 29, 1954, covers this same subject and outlines the details for the installation.)
85-03-51: 85-03-51 CESSNA: Amendment 39-5022. Applies to Cessna Model 552 series airplanes, serial numbers 552-0001, 552-0003 through 552-0006 and 552-0008; and Model 650 series airplanes, serial numbers 650-0001 through 650-0072; certificated in all categories. Compliance required as indicated unless previously accomplished. To prevent short-to-ground of the nickel cadmium battery which could result in an electrical fire, accomplish the following: A. Prior to further flight, inspect the aircraft battery to determine if a SAFT type 40976, P/N 18585, is installed: 1. If SAFT type 40976 battery, P/N 18585, is not installed, no other action is necessary. 2. If SAFT type 40976 battery, P/N 18585, is installed: for Model 650 airplanes, modify the battery in accordance with Cessna Service Letter SL650-24-03, dated January 21, 1985, and SAFT Service Bulletin 0005, dated January 17, 1985, referenced therein; for Model 552 airplanes, modify in accordance with SAFT Service Bulletin 0005, dated January 17, 1985. a. Thereafter, reinspect the insulators installed on the SAFT type 40976 batteries every 100 flight hours. b. These inspections may be terminated upon installation of an approved Marathon battery, Cessna P/N 9914058-2, or SAFT battery, Cessna P/N 9914058-5, on the Model 650 airplanes; or SAFT battery, Cessna P/N 9914058-5, on the Model 552 airplanes. B. Alternate means of compliance with this AD which provide an acceptable level of safety may be used if approved by the Manager, Wichita Aircraft Certification Office, FAA, Central Region. All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to the Cessna Marketing Division, Cessna Aircraft Company, P.O. Box 7706, Wichita, Kansas 67277, or may be examined either at the FAA, Central Region, Wichita Aircraft Certification Office, 1801 Airport Road, Room 100, Wichita, Kansas, or at FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington. This Amendment becomes effective April 11, 1985. It was effective earlier to all recipients of Telegraphic AD T85-03-51, dated February 6, 1985.
2018-03-03 R1: We are revising Airworthiness Directive (AD) 2018-03-03 for certain Textron Aviation Inc. Models 401, 401A, 401B, 402, 402A, 402B, 402C, 411, 411A, 414, 414A, 421, 421A, 421B, 421C, and 425 airplanes. AD 2018-03-03 required repetitively inspecting the left and the right forward lower carry through spar cap for cracks and replacing the carry through spar cap if cracks were found. This AD addresses the same unsafe condition and requires the same actions as AD 2018-03-03, but clarifies the compliance times for the initial inspection of the carry through spar cap. This AD was prompted by several reports of confusion in interpreting the compliance times for the initial inspection of the carry through spar cap. We are issuing this AD to eliminate confusion in interpreting the compliance times for this inspection.