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57-11-01: 57-11-01 CURTISS-WRIGHT: Applies to all C-46 Series aircraft. Compliance required as indicated. Numerous instances have been found where unapproved nonconformity Elevator Spring Tab Cartridge Assemblies, Curtiss-Wright P/N 20-530-5710, or portions of this assembly, have been installed on C-46 aircraft. Use of these unapproved assemblies or parts of assemblies can prove to be hazardous. Accordingly, an inspection should be made of these assemblies for conformity to approved data. This inspection should be accomplished not later than August 31, 1957. It will be necessary to remove and disassemble the unit to make the inspection. Listed below are the drawing numbers of the assembly and its component parts, with a brief discussion of each. Copies of these drawings are available upon payment of reproduction costs from the Chief, Aircraft Engineering Division, Civil Aeronautics Administration, P.O. Box 1689, Fort Worth 1, Texas. It is not necessary to obtain these drawings for the required inspection but in cases of doubt they are available. 20-530-5710 - Cartridge Assembly Elevator Spring Tab. 20-530-5716 - Barrel - Elevator Spring Tab Cartridge Material - 8630 Normalized Seamless Steel Tubing I.D. - 1.125 (+ .001, -.000) lapped or honed, unplated. O.D. 1.312 threaded both ends 1 5/16 - 18NEF-3. Between threaded ends part may be machined to 1.242 diameter or stock size, machined to clean up. Outside cad-plated. 20-530-5712 - Cap - Elevator Spring Tab Cartridge Material - 1.500 hex. 23ST. 20-530-5711 - Cap - Elevator Spring Tab Cartridge Material - 17ST forging (Curtiss- Wright). These caps are also approved to be machined from 24ST bar stock. It has also been noted that these caps have been made from cast aluminum which is unapproved. These unapproved parts can be identified by their rough appearance and will show a tensile strength of approximately 32,000 p.s.i. under a hardness test and should be destroyed. 20-530-5717 -Spring - Elevator Spring Tab Cartridge. This is a single spring (Curtiss- Wright). Material - 0.124 diameter, music wire (cad-plated). Tensile strength 260,000 p.s.i. O.D. 1.004 + .03 free length 4.09 + .08 inch. Spring rate 40 + 2.4 pounds per inch. There is also a satisfactory dual spring installation. Outer Spring - Same dimensions and material as Curtiss-Wright Spring except it has more coils and a spring rate of 35+2.4 pounds per inch. Inner Spring - .675 O.D. .076 diameter music wire. Free length 3.56+ .08 inch. Spring rate 10.6 pounds per inch. Both inner and outer spring are cad-plated. 20-530-5743 - Shaft Assembly Elevator Spring Tab Cartridge. This assembly is made up of the following parts: 20-530-5714 - Shaft - Elevator Spring Tab Cartridge. Stock material 0.625 diameter x 5.20 8630 steel. Tensile strength 65,000 p.s.i. For use with the single spring the shaft is ground and polished to .3101 (+ .0000, - .0005) diameter except for a .600 diameter collar,0.150 wide, 2.863 inches from one end. The shaft has 5/16 - 24NF-3 threads .750 long at each end. With the exception of the threads the shaft is hard chrome plated with a finish diameter of .3110 (+ .0009, -.0000). For use with the dual spring the 2.863 dimension is 2.782, the 0.150 dimension is .312 and the .600 dimension is .500, all other dimensions and finishes are the same. 20-530-5713 - Clevis - Elevator Spring Tab Cartridge. Material 24ST. The lugs have a thickness of .100 (+ .000, - .010). The threaded portion is .500 O.D. This part is pinned to the 20- 530-5714 shaft with a .125 or a .093 dia. x .75 in. 1020-1025 steel pin peened on both ends. 20-530-5715 - Plunger - Elevator Spring Tab Cartridge. Material S. B. 1100 x .870 manufactured by Chrysler Corp. Amplex Div. This material is known as Super-Oilite and is made of powdered iron and copper and has the appearance of iron. In no case should steel or any other solid material be used. For use with the single spring the plunger has a single taper while for use with the double spring an additional shoulder is machined on the taper for the center spring. The inspection should primarily cover the material, dimensions, and the required finishes listed. Care should be taken to inspect for rust, corrosion, or interference which may affect the operation of the cartridge. The springs should also be checked dimensionally and for proper spring rate. All assemblies or portions of assemblies which do not conform should be removed. Only approved parts obtained from a reputable source, with evidence of approval should be installed.
86-03-01: 86-03-01 GARRETT TURBINE ENGINE COMPANY (formerly the AiResearch Manufacturing Company of Arizona: Amendment 39-5212. Applies to all Model TFE731-2, -3, -3A, -3AR, -3B, -3BR, and - 3R turbofan engines installed in aircraft certified in all categories equipped with turbine interstage transition ducts, part numbers 3071486-3 through -10, 3072318-1 and -3, 3072726-1 and -2, identified by individual serial numbers (hereinafter referred to as duct(s)). Compliance is required prior to the accumulation of 1,150 hours time in service from the effective date of this AD, unless already accomplished. NOTE: A substantial number of additional ducts were found to be subject to the same defect after Garrett issued SB TFE731-72-3309, dated March 7, 1985. This SB was specified in the NPRM (50 FR 19033). Revision 1 of said SB, dated September 6, 1985, was subsequently issued, and it now contains complete listings of affected ducts. Therefore, engines which were determined to be unaffected in accordance with the original SB, must be reverified. To prevent separation of the engine rear mount from the duct, accomplish the following: (a) Determine, by engine visual inspection, whether the turbine interstage transition duct S/N is included in Table 1 or Table 2 of Garrett SB TFE731-72-3309, Revision 1, dated September 6, 1985, (SB 3309) or FAA- approved equivalent. (1) Engine visual inspection which ensures that the duct S/N is not in Table 1 or Table 2 constitutes terminating action for this AD. (2) Ducts listed in Table 1 are known to have inadequate weld penetration, and require modification or replacement as specified below. Ducts listed in Table 2 might have inadequate weld penetration, and must either pass the additional X-ray inspection or be modified or replaced, as specified below. (b) Replace any duct listed in Table 1 of SB 3309 with a serviceable duct, or perform the actions of SB 3309, paragraph 2.B. (modification). (c) Replace any duct listed in Table 2 of SB 3309 with a serviceable duct, or perform the actions of SB 3309, paragraph 2.C. (X-ray inspection and/or modification). NOTES: (1) Regardless of statements in SB 3309 referring to the installation of the aft mount auxiliary bracket (in accordance with SB TFE731-72-3170) as an "interim compliance", such installation constitutes terminating action for this AD. Ducts which are modified by incorporation of the aft mount auxiliary bracket, shall not have the bracket removed and be returned to service unless the other actions of SB 3309, paragraph 2.B. or 2.C., as applicable, are performed. (2) The aft mount auxiliary bracket requires a longer engine mount bolt which is a new aircraft part. Therefore, each type aircraft using this bracket must have an FAA-approved SB to complete the installation; otherwise the bracket shall not be used. (d) For ducts which are determined to have a satisfactory weld at a clevis position used to mount the engine to the aircraft, but are determined to have an unsatisfactory weld(s) at the other clevis position(s), an FAA- approved alternative means of compliance with the provisions of SB 3309, paragraph 2.B.(2) or 2.C.(6), as applicable, is as follows: (1) Cut through the bolt holes of the unsatisfactory clevis(es) in accordance with paragraph 2.F.(1) of SB TFE731-72-3159, Revision 5, dated September 6, 1985, or FAA-approved equivalent; (2) Efface existing part number on duct and electrochemically etch new part number (0.0004 inch maximum depth) in accordance with: OLD PART NO. NEW PART NO. 3071486-3 3071486-11 3071486-4 3071486-12 3071486-5 3071486-13 3071486-6 3071486-14 3071486-7 3071486-15 3071486-8 3071486-16 3071486-9 3071486-17 3071486-10 3071486-18 3072318-1 3076070-1 3072318-3 3076070-2 3072726-1 3076070-3 3072726-2 3076070-4 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. Upon request, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Western Aircraft Certification Office, P.O. Box 92007, Worldway Postal Center, Los Angeles, California 90009. Upon submission of substantiating data by an owner or operator through an FAA maintenance inspector, the Manager, Western Aircraft Certification Office, P.O. Box 92007, Worldway Postal Center, Los Angeles, California 90009 may adjust the compliance time specified in this AD. Garrett SB Nos. TFE731-72-3309, Revision 1, dated September 6, 1985; TFE731-72-3159, Revision 5, dated September 6, 1985; and TFE731-72-3170, Revision 2, dated March 7, 1985, are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Garrett General Aviation Service Company, Department H65-1, Building 601AD, P.O. Box 29003, Phoenix, Arizona 85038. These documents also may be examined at the Office of the Regional Counsel, Federal Aviation Administration, New England Region, Room 311, 12 New England Executive Park, Burlington, Massachusetts 01803. This amendment becomes effective on February 24, 1986.
59-07-01: 59-07-01 CURTISS: Applies to Models C634S-C400 and C634S-C500 Series Propellers. Compliance required as indicated. Excessive wear of power unit motor and mating speed reducer splines in Curtiss C634S- C400 and C634S-C500 Series propellers has been observed at a time short of a full overhaul period. Accordingly: (1) Inspect rotor assembly P/N 113330 and drive sleeve P/N 102664 splines, and rear motor shaft bearing fit at each 500-600 hours' flying time. (2) Discontinue mixture of Molybdenum Disulfide in spline lubricant. Use only Lubriplate 315. Inspect as directed in Curtiss-Wright Corporation Propeller Division letters to all operators of Lockheed 749 and 1049 Series aircraft dated December 5, 1958, and March 20, 1959. Worn parts must be replaced. This supersedes AD 58-25-02.
2024-18-07: The FAA is superseding Airworthiness Directive (AD) 2009-01- 02, which applied to certain Boeing Model 737-600, -700, -700C, -800, and -900 series airplanes. AD 2009-01-02 required an inspection of frames between body station (BS) 360 and BS 907 to determine if certain support brackets of the air conditioning (A/C) outlet extrusions are installed, inspections for cracking of the frames around the attachment holes of the subject brackets, and repair if necessary. AD 2009-01-02 also requires installing new, improved fittings for all support brackets of the A/C outlet extrusions between BS 360 and BS 907. This AD was prompted by numerous reports of multiple cracks in the frame around the attachment holes of the support bracket of the A/C outlet extrusion, and the determination that certain repairs might develop fatigue cracks that could result in the inability of the frame to sustain limit load and therefore must be inspected. This AD would continue to require the actions specified in AD 2009-01-02 and would also require repetitive inspections for cracking of certain repairs, and repair if necessary. The FAA is issuing this AD to address the unsafe condition on these products.
81-11-06 R1: 81-11-06 R1 BOEING: Amendment 39-4121 as amended by Amendment 39-4178. Applies to all 707/720 series airplanes, certificated in all categories. \n\n\tA.\tInspect stringers 5 and 7 and the adjacent lower wing skin from WS 265 through 470 for cracks using the specified methods at the times indicated. Skins/stringers found cracked must be repaired prior to further flight in a manner approved by the Chief, Seattle Area Aircraft Certification Office, FAA Northwest Region. \n\n\t\t1.\tFor 720/720B series airplanes:\n \n\t\t\tWithin 500 landings after the effective date of this Amendment and thereafter at intervals not to exceed 2,860 landings, conduct a low frequency eddy current inspection of the wing lower surface for cracks in the stringer/skin between wing stations 265 and 470 and stringers 5 and 7 in accordance with Boeing Service Bulletin A3395, Revision 2, dated October 10, 1980, or later FAA approved revisions, or in a manner approved by the Chief, Seattle Area Aircraft CertificationOffice.\n\n \t\t2.\tFor 707 series airplanes: \n\n\t\t\tInspect the wing lower surface for stringer/skin cracks between wing stations 265 and 470 and stringers 5 and 7. For the 707-300C airplanes, if ever used as a cargo airplane, inspect between wing Buttock Line 59.24 and wing station 470 and stringers 5 and 7. Inspect internally using high frequency eddy current or inspect externally using low frequency eddy current procedures as described in Boeing Service Bulletin A3395, Revision 3, dated July 17, 1981, or later FAA approved revisions or in a manner approved by the Chief, Seattle Area Aircraft Certification Office, FAA Northwest Region. Inspect in accordance with the table noted below. \n\n\n\nAIRPLANE \nTHRESHOLD (Landings)\nWITHIN\n(Landings)\nUNLESS ACCOMPLISHED Within the last Landings)\tExternal/Internal \nLow Freq/High Freq\nREPEAT INTERVAL (Landings) External/Internal Low Freq/High Freq \n707-100/200\n26,000\n500\t\t\n2,000/5,500\n2,500/6,000\n707-300/400\n20,000\n500\t\t\n1,450/4,500 \n1,950/5,000 \n707-300B\n17,000 \n500\t\t\n1,150/3,700\t\n1,150/3,700\n707-300C (PAX)\t\n17,000\n500\t\t\n1,200/3,700\t\n1,700/4,200 \n707-300C (CGO)\n17,000\n500\n400/1,600\n900/2,100 \n\t\t \t\t\t\n\n\tB.\tAirplanes may be flown to a maintenance base for repairs or replacement in accordance with FAR 21.197 and FAR 21.199. \n\n\tAlternate methods of compliance may be used when approved by the Chief, Seattle Area Aircraft Certification Office, Northwest Region.\n \n\tThe manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). \n\n\tAll persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to The Boeing Company, P.O. Box 3707, Seattle, Washington 98124. These documents also may be examined at FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington 98108. \n\n\tNOTE: This supersedes AD 80-15-10 (Amdt. 39-3852; 45 FR 49910, July 28, 1980). \n\n\tAmendment 39-4121 became effective June 29, 1981.\n\n \tThis Amendment 39-4178 becomes effective August 10, 1981.
2016-18-06: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 767-200, -300, and -400ER series airplanes. This AD was prompted by multiple reports of uncommanded escape slide inflation. This AD requires modifying the escape slide regulator valves of the forward-entry door, forward-service door, aft-entry door, and aft-service door, and as applicable, modifying the escape slide regulator valves of the mid-entry door and mid-service door. We are issuing this AD to prevent out-of-tolerance trigger mechanism components (sector and sear) in the escape slide regulator valves, which can produce insufficient trigger engagement and reduced pull force values, possibly leading to uncommanded deployment of the slide during normal airplane maintenance or operation. This condition could result in injury to passengers and crew, damage to equipment, and the slide becoming unusable in an emergency evacuation.
75-23-05: 75-23-05 BRITISH AIRCRAFT CORPORATION: Amendment 39-2416. Applies to Model BAC 1-11 200 and 400 Series airplanes certificated in all categories. Compliance is required as indicated, unless already accomplished. To prevent possible failure of aileron trim tab connecting rods, accomplish the following: (a) Within the next ten hours' time in service after the effective date of this AD, inspect the aileron trim tab connecting rods, P/N AB33A445 (200 Series) or P/N AK 33A445 (400 Series), for minimum clearance with adjacent structure, cracks, and bowing in accordance with paragraphs 1. through 4. of British Aircraft Corporation telegram to all operators, 27-CW-PM5310, dated October 23, 1974, (hereinafter referred to as BAC telegram) or an FAA-approved equivalent. (b) If during the inspection required by paragraph (a) of this AD, a connecting rod is found to be cracked or bowed, before further flight, except that the airplane may be flown in accordance with FAR Section 21.197 and 21.199 to a base where the repair can be performed - (1) Replace the cracked or bowed part with a serviceable part of the same part number or an FAA-approved equivalent part; and (2) Comply with paragraph (e) of this AD. (c) If during the inspection required by paragraph (a) of this AD, an indication of contact of an aileron trim tab connecting rod with the adjacent structure is found but the connecting rod is free of cracks and bowing, before further flight, except that the airplane may be flown in accordance with FAR Section 21.197 and 21.199 to a base where the repair can be performed - (1) Restore the protective finish to all dented and chafed areas of the connecting rod, and (2) Comply with paragraph (e) of this AD. (d) If during the inspection required by paragraph (a) of this AD, insufficient clearance is found between an aileron trim tab connecting rod and adjacent structure and paragraphs (b) and (c) of this AD are not applicable, complywith paragraph (e) of this AD within 1000 hours' time in service after being inspected in accordance with paragraph (a) of this AD. (e) Provide the minimum clearance, between the aileron trim tab connecting rod and adjacent structure, as specified in paragraphs 1., 2., or 3. of the BAC telegram, as applicable, or an FAA-approved equivalent. If alternation of the structure adjacent to an aileron trim tab connecting rod is necessary to provide the proper minimum clearance, the alteration must be accomplished in accordance with paragraph 7. of the BAC telegram as amended by issue 2 of the telegram dated October 25, 1974. (f) For purposes of this AD, the term "Land" as used in paragraph 7 of the BAC telegram as amended by issue 2 to the telegram, dated October 25, 1974, means "edge distance". This amendment becomes effective November 19, 1975.
2016-18-13: We are adopting a new airworthiness directive (AD) for all Fokker Services B.V. Model F28 Mark 0070 and 0100 airplanes. This AD was prompted by an aileron-wing flutter analysis finding that, when a hydraulic aileron actuator is not powered while at least one aileron flutter damper is inoperative (latent failure), the maximum speed currently defined in the airplane flight manual (AFM) is insufficient to meet the required safety margin. This AD requires revising the AFM to include procedures to follow in the event of a hydraulic system failure and abnormal flight control behavior. We are issuing this AD to ensure that the flightcrew has procedures to follow in the event of a hydraulic system failure and abnormal flight control behavior. If not corrected, this condition could lead to aileron flutter and possible reduced control of the airplane.
2024-18-04: The FAA is adopting a new airworthiness directive (AD) for certain Bombardier, Inc., Model BD-700-2A12 airplanes. This AD was prompted by a report indicating that the fan in a transformer rectifier unit (TRU) can become inoperative in a manner that is not detectable by the fan monitoring circuit. This AD requires replacement of the existing TRU Number 2 with a new part number that incorporates a correction to the fan and the monitoring circuit. This AD also prohibits the installation of affected parts. The FAA is issuing this AD to address the unsafe condition on these products.
51-21-03: 51-21-03 LUSCOMBE: Applies to Model 11A Airplanes. Compliance required prior to 50 hours additional flight time and not later than October 15, 1951, and each 50 hours thereafter unless Luscombe P/N 11-5417-D is installed. Inspect rudder control system bellcrank, P/N 11-5417, located under forward cabin floor, for cracks, loose rivets, or deformation. If this bellcrank is damaged in any way, it must be repaired or replaced with the late type, P/N 11-5417-D. The early type bellcrank may be identified by its having four rivets or four AN 3 bolts attaching the center bearing block to the bellcrank. The late type bellcrank has 10 rivets attaching the center bearing block to the bellcrank, and this bearing block is longer to accommodate the added rivets. If the early type bellcrank is installed and is found undamaged, or is repaired and reinstalled, this inspection must be repeated each 50 hours of flight time. If the late type bellcrank is found to be installed, or is installed to replace the early type, only routine maintenance inspections are required. In installing either type of bellcrank in the rudder system, the system must be rigged in accordance with Luscombe Airplane Corp., Drawing 11-5402. Care must be taken not to overtension the rudder cables, since this overtensioning can cause failure of the bellcrank.