Results
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.)
49-47-02: 49-47-02 BELL: Applies to All Models 47B, 47B3, 47D, and Model 47D1 Serial Numbers 145 Through 164. Compliance as indicated. As a result of recent failures occurring to the tail rotor drive system the following inspections and replacements must be accomplished: 1. Not later than the next 25 hours of operation and at each 50-hour period thereafter the following inspection procedure must be accomplished until the tail rotor drive shaft parts as described below are incorporated: (a) Remove and disassemble tail boom extension for complete inspection. (b) Visually inspect bearings for wear, cracks, chips, and brinelling. (c) Inspect surfaces of shaft for dents, cuts, and signs of fatigue. (d) Conduct a magnaflux inspection of the tail boom extension drive shaft, examining particularly the shaft surface for approximately 3 inches of length from each end of the shaft. (e) Magnaflux 47-644-C14 sleeve inspecting for cracks at thread roots closestto flange. 2. To compensate for shaft misalignment and flight distortion of the shaft assembly, the following modifications shall be accomplished not later than February 15, 1950: (a) Installation of a redesigned extension drive shaft P/N 47-644-126 and 47- 644-181. (b) Installation of a spline coupling in tail rotor drive shaft forward of the universal joint P/N 47-644-177 and 47-644-130. (Bell Service Bulletin No. 69, dated November 11, 1949, covers this subject.)
2008-17-17: We are adopting a new airworthiness directive (AD) for all Boeing Model 747 airplanes. This AD requires a one-time inspection of certain fuselage skins at section 41 to find any external doublers that cover the inspection areas and to identify the external doublers that end on a stringer and those that do not, and related investigative and corrective actions if necessary. This AD results from reports of cracks found at fastener locations in the fuselage skins at section 41. We are issuing this AD to detect and correct fuselage skin cracks at fastener locations along the skin-to-stringer attachments, which could join together and become large and consequently result in rapid decompression of the cabin.
46-38-01: 46-38-01 GRUMMAN: (Was Mandatory Note 4 of AD-654-1.) Applies to G-21 and G- 21A Aircraft. Compliance required prior to November 1, 1946. Reroute to vacuum system tubing in the engine compartments to prevent raw fuel from lodging in the check valve, thus deteriorating the valve and possible seeping through. The flap system storage tank should be inspected and if fuel is found it should be thoroughly flushed. The check valves in the vacuum system are to be removed and inspected for wear and deterioration. Presence of fuel in the flap system storage tank is sufficient cause for the replacement of the check valves. (Grumman Service Bulletin No. 19 dated July 18, 1946, covers this same subject.)
48-06-05: 48-06-05 DOUGLAS: Applies to DC-4 and C-54 Aircraft. \n\n\tCompliance required by November 1, 1948. \n\n\tTo prevent failure of the aileron hinge eyebolts and the rudder trim tab and elevator trim tab hinges and control horns, the following changes must be made: \n\n\t1.\tOn airplanes having aileron assemblies P/N 5166075, -1, -500, -501, or -503, replace No. 3 hinge eyebolt P/N 1166013 with new eyebolt P/N 1357234. Airplanes having aileron assemblies P/N 5078609, -1, -500, -501, -502, or -503, do not require this hinge replacement. \n\n\t2.\tOn elevator and rudder trim tabs replace all hinges and control horns with new parts made of steel. \n\n\t3.\tReplace the standard AN bolts in elevator trim tab and rudder trim tab hinges and control horns with new special close tolerance high strength bolts using new AN 310 type nuts, AN 960 washers and AN 380 cotter pins. \n\n\tInspection should be accomplished in accordance with Note 51-9-2 except in the case of aircraft in which the standard AN rudder and elevator hinge bolts have not been replaced with new close tolerance high strength bolts using new AN 310 type nuts, AN 960 washers and AN 380 cotter pins. In such cases, inspection should be accomplished at intervals not to exceed 1,000 hours. \n\n\t(Douglas Service Bulletin DC-4 No. 83 covers the above rework.)