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62-11-01: 62-11-01 GENERAL ELECTRIC: Amdt. 434 Part 507 Federal Register May 3, 1962. Applies to All CJ805-3, -3A, and -3B Engines Equipped With GE P/N 105R684P5 or 105R684P6 Thrust Reverser Actuating Pumps. Compliance required at next engine overhaul. Instances of thrust reverser pump failure have occurred causing the reverser to be inoperative and resulting in asymmetric power conditions upon application of reverse thrust during the aircraft landing roll. To correct this unsafe condition replace reverser pumps GE P/N's 105R684P5 and 105R684P6 with GE P/N 105R684P10 reverser pump, or modify the reverser pumps to conform to the P/N 105R684P10 by reducing the width of the pump drive gears and enlarging the size of the pump shaft oil seal vent in accordance with GE Service Bulletins Nos. (3B)78-1 and (3)78-16. Pumps so modified shall be reidentified as P/N 105R684P10. This directive effective June 4, 1962.
79-10-10: 79-10-10 AYRES CORPORATION (FORMERLY ROCKWELL INTERNATIONAL AND SNOW AERONAUTICAL COMPANY): Amendment 39-3469. Applies to all Ayres S-2D and S-2R airplanes certificated in all categories having installed the rudder assembly with the single upper hinge (P/N 54030-87). This AD does not apply to S-2D and S-2R airplanes which have installed a rudder assembly with three upper hinges. \n\n\tCompliance is required as indicated unless already accomplished. \n\n\tTo prevent the possible separation of the single upper hinge from the rudder assembly and consequent possible loss of airplane directional control, accomplish the following: \n\n\tWithin 10 hours' time in service after the effective date of this AD, and at intervals not to exceed 100 hours' time in service and thereafter on all S-2D and S-2R airplanes having an installed rudder assembly with a single upper hinge (P/N 54030-87), perform the visual repetitive inspection in accordance with procedures listed in paragraph 1. \n\n\t1.\tInspection Procedures \n\n\t\t(a)\tRemove rudder assembly from airplane. Remove rudder as outlined in the Ayres (Thrush) Maintenance Manual, Section VII. \n\n\t\t(b)\tStrip fabric and dope from area around upper hinge to facilitate the inspection as shown in Figure 1. \n\n\t\t(c)\tInspect with 10 power magnification in and around weld bead on upper hinge for cracks as shown in Figure 1. \n\n\t\t(d)\tIf no cracks are discovered, comply with paragraph 2. If no cracks are discovered, comply with paragraph 3\n\n\n\n\n\n\n\n\t2.\tAction required if cracks are discovered \n\n\t\tIf a crack or cracks are detected in the area of the upper hinge, accomplish any one of the available options listed below: \n\n\t\t(a)\tReplace the rudder assembly having the single upper hinge (P/N 54030-87) with the rudder assembly having triple upper hinges (P/N 54030-987) prior to further flight. \n\n\t\t(b)\tModify the single upper hinge rudder assembly in accordance with Ayres Custom Kit No. CK-AG-18 prior to further flight. \n\n\t(c)Replace the cracked single upper hinge rudder assembly with an airworthy single upper hinge rudder assembly prior to further flight and continue the paragraph 1. inspection at intervals not to exceed 100 hours' time in service. \n\n\t\t(d)\tRepair the single upper hinge rudder assembly in accordance with the procedures of Advisory Circular (AC) 43.13-1A, Chapter 2, prior to further flight and continue the paragraph 1. inspection at intervals not to exceed 100 hours' time in service. \n\n\t3.\tAction required if cracks are not discovered \n\n\t\tContinue the paragraph 1. inspection at intervals not to exceed 100 hours' time in service unless options (a) or (b) of paragraph 2. are accomplished. If accomplished, the repetitive inspections may then be discontinued. \n\n\tAyres Service Bulletin SB-AG-15 also pertains to this subject. \n\n\tCompliance with the provisions of this AD may be accomplished in an equivalent manner approved by the Chief, Engineering and Manufacturing Branch, FAA, SouthernRegion. \n\n\tThis amendment is effective May 23, 1979.
2014-25-03: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 737-100, -200, -200C, -300, -400, and -500 series airplanes. This AD was prompted by reports from multiple operators that have found fatigue cracking in the corners of the forward galley service doorway. This AD requires repetitive inspections for any cracking of the skin and bear strap doublers in the corners of the forward galley service doorway, and corrective action if necessary. This AD also provides optional terminating actions for certain repetitive inspections. We are issuing this AD to detect and correct fatigue cracking, which could result in rapid loss of cabin pressure.
79-08-03: 79-08-03 CESSNA: Amendment 39-3428. Applies to the following models and serial numbered airplanes certified in all categories: MODELS SERIAL NUMBERS 120, 140 8000 through 15075 and 15200 through 15724 150 15065062 through 15075564 A150 A15000001 through A15000480 170 18000 through 20999 and 25000 through 27169 172 28000 through 29999, 46001 through 47746, 17247747 through 17250572, and 17259224 through 17267584 R172 R1722000 through R1722724 P172 P17257120 through P17257189 175 55001 through 56777 and 17556778 through 17557119 177 17700001 through 17702314 177RG 177RG0001 through 177RG0788 180 30000 through 32999, 50000 through 50355, and 18051608 through 18052770 182 33000 through 34999, 51001 through 51556, and 18254680 through 18265965 185 18500968 through 18503458 188 188-0001 through 188-0572 and 18800573 through 18803046 190, 195 7001 through 7999 and 16000 through 16183 210-5 (205) and 210-5A (205A) 205-0320 through 205-0577206, U206, TU206, P206, TP206 206-0001 through 206-0275, U206-0276 through U206-1444, U20601445 through U20604074, P206-001 through P206-0603, and P20600604 through P20600647 207 20700001 through 20700414 (except those aircraft with factory installed 24-volt electrical system) 210, T210 21058162 through 21061039 and T210-0001 through T210-0454 COMPLIANCE: At the next appropriate inspection prescribed by Federal Aviation Regulation 91.169 following the effective date of this AD, unless previously accomplished. To prevent an inflight electrical system failure, smoke in the cockpit, and/or fire in the wire bundle behind the instrument panel, accomplish the following: A) Disconnect the wire, at the ammeter or at the electrical system bus as applicable, that connects the bus to the cigar lighter receptacle. (The wire is connected to either the bus side or equipment side of a circuit breaker or to the ammeter.) Following the disconnection of this wire either:1) Reconnect the wire to the electrical bus by using an existing or newly installed circuit protection device that is properly rated to protect the wire gauge used for this circuit, or 2) Disconnect the wire from the lighter receptacle at the opposite end and remove it from the airplane, or 3) Protect the wire by insulating its disconnected end, fold this wire end back against the wire bundle in which it is routed and secure it to that bundle. NOTE: For those installations reconnected in accordance with paragraph A 1 the proper rated circuit protection device to be used may be determined by consulting FAA Advisory Circular 43.13-1A. B) Any equivalent method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. Amendment 39-3428 became effective May 21, 1979. This correction becomes effective June 6, 1979.
61-26-03: 61-26-03 PIAGGIO: Amdt. 378 Part 507 Federal Register December 15, 1961. Applies to Models P.136- L1 and P.136-L2 Aircraft, Serial Numbers 196 Through 242. Compliance required within the next 25 hours' time in service after the effective date of this AD. The existing fuel vent line is provided with vent holes that are located inside the hull to provide venting in the event of blockage of the external vent outlet by ice or other foreign matter. As a result, fuel and fuel vapor have been detected within the hull constituting a fire and explosion hazard. These vent holes must, therefore, be sealed and other vent antiicing means provided as follows: (a) Install one Mil H-5511 hose or equivalent, 3/4-inch I.D. by 5/8-inch long, and one clamp, AN 737-TW38 or equivalent, over holes in the outboard end of the fuel tank vent line. Sleeve may be slit if necessary but slit must not be over any hole. (b) Install one Piaggio fuel vent anti-icing "bump" or equivalent. (c) Apply anonfuel or water soluble, noncorrosive to aluminum sealing compound to the flange of the anti-icing "bump" and rivet "bump" to the skin forward of the fuel vent outlet using eight AN 470AD4-2, or equivalent, rivets. "Bump" flange should be about 1/8-inch forward of vent outlet flange. "Bump" longitudinal centerline must coincide with fuel vent outlet centerline and be level when aircraft is level. "Bump" must be oriented so that the thick end is forward. This directive effective January 16, 1962.
2014-24-08: We are superseding airworthiness directive (AD) 98-07-07 for all Rolls-Royce plc (RR) RB211-535E4 and RB211-535E4-B turbofan engines. AD 98-07-07 required removing certain part number (P/N) low- pressure (LP) fuel filter-to-high-pressure (HP) fuel pump tube assemblies and installing flexible LP fuel filter-to-HP fuel pump tube assemblies. This AD expands the applicability of AD 98-07-07 to include the RB211-535E4-C-37 turbofan engine and requires removal from service of additional P/N LP fuel filter-to-high-pressure HP fuel pump tube assemblies. This AD was prompted by reports of fuel leaks that have resulted in a number of engine in-flight shutdowns. We are issuing this AD to prevent loss of fuel supply to the engine, which could lead to an in-flight shutdown of one or more engines, loss of thrust control, and damage to the airplane.
60-03-05: 60-03-05 LOCKHEED: Amdt. 95 Part 507 Federal Register February 2, 1960. Applies to All Model L-188 Aircraft. Compliance required by April 1, 1960. Loss of the top cowl panel over the engine tail pipe has occurred in flight due to insecurity of the cowl latches. To prevent recurrence of this difficulty, the following modifications must be accomplished: (a) Modify latch assemblies by replacement of snap ring retention with clevis or shoulder pin design and safety in place. (b) Install position pins and locators to provide more positive alinement of the cowling with the latches when in the closed position. (Lockheed Service Bulletins Nos. 188/295 and 188/365 cover this same subject.)
82-04-01: 82-04-01 BOEING: Amendment 39-4315. Applies to Model 747 series airplanes, line numbers 147, 149, 154 through 535 and those airplanes modified in accordance with Boeing Service Bulletin No's. 747-57-2073 or 747-57-2086 or equivalent certificated in all categories which are equipped with fairing mounted (offwing) escape slides. Compliance is required within the next 1200 hours time-in-service after the effective date of this AD unless already accomplished. \n\n\tTo ensure the proper deployment and inflation of the fairing mounted (offwing) slides, accomplish the following: \n\n\tA.\tRig the fairing mounted (offwing) escape slide inflation firing mechanism in accordance with Boeing Alert Service Bulletin No. 747-25A2581, dated September 25, 1981, or later FAA approved revisions. \n\n\tB.\tAircraft may be ferried to a maintenance base for repair in accordance with FAR 21.197 and 21.199. \n\n\tC.\tAlternate means of compliance or other actions which provide an equivalent level of safety maybe used when approved by the Chief, Seattle Area Aircraft Certification Office, FAA Northwest Mountain Region.\n \n\tNOTE: Operators unable to determine the configuration of their airplanes (i.e., modification in accordance with Boeing Service Bulletin No. 747-57-2073 or 747-57-2086 or its equivalent) should determine the angle of rotation of the offwing slide fairing door from the closed position to the open position with the flaps in the zero or five unit position. If this angle is not approximately 180 degrees compliance with paragraph A of this AD is required. \n\n\tThe manufacturer's specification 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 Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. These documents may also be examined at FAA Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington 98108. \n\n\tThis amendment becomes effective March 21, 1982.
59-26-01: 59-26-01 HARTZELL: Applies to All HC-12X20 Propellers With Serial Numbers As Indicated Below. These Propellers May Be Installed On Such Aircraft Models As Downer (Republic) RC-3, Grumman G-44, and Navion Series. Compliance required not later than March 1, 1960. To preclude possible failures, remove from service Hartzell hub spiders with Serial Numbers 1 through 4303, 4307 through 4316, 4318, 4319, 4321, 4323, 4324, 4325, 4328, 4329, 4332 through 4336, 4341. After removal, these hub spiders will not be eligible for use in certificated aircraft. Hub spiders with serial numbers other than those listed may be used as replacements. This supersedes AD 53-06-02.
2014-23-11: We are superseding Airworthiness Directive (AD) 2005-13-05, which applied to certain Boeing Model 747-400F series airplanes. AD 2005-13-05 required inspections for cracking of the web, upper chord, and upper chord strap of the upper deck floor beams, and repair of any cracking. AD 2005-13-05 also required a preventive modification of the upper deck floor beams, and repetitive inspections for cracking after accomplishing the modification. This new AD retains these actions and requires a second modification, repetitive inspections for cracking, and \n\n((Page 70442)) \n\nrepair if necessary. This AD was prompted by a determination that the upper chords of the upper deck floor beams at certain stations are structures that are susceptible to widespread fatigue damage, and that certain airplanes with an initial modification require a second modification for the airplane to meet its limit of validity (LOV). We are issuing this AD to detect and correct fatigue cracking in certain upper chords of the upper deck floor beam, which could result in reduced structural integrity of the airplane and rapid decompression or reduced controllability of the airplane.