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47-43-08: 47-43-08 CESSNA: (Was Service Note 6 of AD-768-5.) Applies to All 120 and 140 Aircraft Equipped With Beech R003 Propeller Having R003-201 Blades and Continental C-85 Series Engine. Compliance required prior to January 1, 1948, and thereafter upon completion of each 25 hours of operation. Remove the R003-201 propeller blades and visually inspect the propeller blade retainer ferrule for cracks at the fillet joining the cylindrical outer surface of the ferrule with the retaining face of the flange. Particular caution should be exercised not to injure or contaminate the thrust bearing which must be pressed away from the flange for the inspection. The propeller manufacturer's assembly and service instructions are to be followed during disassembly and reassembly of the propeller. If any indication of a crack is found, both blades should be replaced with the R003-225 blades. The 25-hour inspection may be discontinued if R003-225 blades are installed. The R003-225 blades are sufficiently similar to the R003-201 blades to be considered aerodynamically interchangeable in the same diameter without a flight test. (Beech Aircraft Co. propeller Service Letter No. 1 covers this same subject.)
63-20-03: 63-20-03 DOUGLAS: Amdt. 617 Part 507 Federal Register September 14, 1963. Applies to All DC-6, DC-6A, and DC-6B Aircraft, Except Serial Number 44430 (Fuselage No. 500) and Subsequent. \n\n\tCompliance required as indicated. \n\n\tThere have been several instances of cracks causing failure of the lower center spar caps at Station 121, as well as cracking of the wing skin in the same area. Accordingly, the following shall be accomplished: \n\n\t(a) Within 100 hours' time in service after the effective date of this AD, unless already accomplished within the last 400 hours' time in service, visually or X-ray inspect for cracks in the lower center spar cap and the surrounding wing skin area from the inboard side of Numbers 2 and 3 engine nacelles inboard to Station 114.500 and from the outboard side of Number 2 and 3 engine nacelles outboard to Station 184.000. (For X-ray inspection see X-ray procedures and information as described in Figure 2 in Douglas Alert Service Bulletin No. A-849, Reissue No. 1, dated October 1, 1962.) Pay particular attention to the area around the end attachments through the splice fittings. Reinspect at intervals not to exceed 500 hours' time in service from the last inspection. \n\n\t(b) If cracks are found in the lower spar cap, replace the part or repair it in accordance with a method approved by the Chief, Engineering and Manufacturing Branch, FAA Western Region, before further flight, except for a ferry flight in accordance with CAR 1.76. When the new spar cap is installed, the original splice may be reworked or replaced with a redesigned splice. The rework instructions and redesign data are described in Accomplishment Instructions, Parts II and III, respectively, of Douglas Alert Service Bulletin No. A-849, Reissue No. 1, dated October 1, 1962. Also, the splice may be reworked or replaced with a new splice in accordance with a method approved by the Chief, Engineering and Manufacturing Branch, FAA Western Region. If cracks arefound in the surrounding skin area as set forth in (a), the skins shall be replaced or reworked in accordance with the manufacturer's instructions as authorized in Part I, paragraph (2), of Douglas Alert Service Bulletin No. A-849, Reissue No. 1, dated October 1, 1962, or a method approved by the Chief, Engineering and Manufacturing Branch, FAA Western Region. \n\n\t(c) The repetitive inspection specified in (a) may be temporarily discontinued for a period not to exceed 4,000 hours' time in service on those aircraft on which the temporary rework, described in Accomplishment Instructions, Part II of Douglas Alert Service Bulletin No. A-849, Reissue No. 1, dated October 1, 1962, is accomplished. The 4,000 hour temporary discontinuance period will be computed as starting at the time of the temporary rework accomplishment. If the preventive rework as described in (d) is not accomplished prior to the end of the 4,000 hours' time in service period, the repetitive inspection of (a) must bereinstituted and the first reinspection accomplished prior to the expiration of the 4,000 hour period. \n\n\t(d) The special inspections described in (a), (b), and (c) may be discontinued when a specific area as described in (a) has been reworked with the preventive rework as outlined in Accomplishment Instructions, Part III of Douglas Alert Service Bulletin No. A-849, Reissue No. 1, dated October 1, 1962. \n\n\t(e) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Western 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. \n\n\t(Douglas Alert Service Bulletin No. A-849, Reissue No. 1, dated October 1, 1962, covers the same subject.) \n\n\tThis directive effective October 15, 1963. \n\n\tRevised November 21, 1963.
2008-21-07: 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: Three in-service propellers have been found to have blades which have lost the bonded metallic leading edge guard. If the leading edge guard comes off as the propeller turns, it could cause secondary damage to aircraft or injury to personnel. For the reasons described above, EASA issued Emergency AD 2007-0223-E to require repetitive inspections of the blade Leading Edge (L/E) guards for correct bonding until they accumulate more than 1,200 flight hours (FH) time in service. This AD requires actions that are intended to address the unsafe condition described in the MCAI, which could result in the loss of the bonded metallic leading edge guard, and could result in damage to the airplane or injury to personnel.
93-17-12: 93-17-12 BELL HELICOPTER TEXTRON, INC. (BHTI): Amendment 39-8683. Docket No. 92-ASW-49. Supersedes AD 92-11-07, Amendment 39-8257. Applicability: Model 204B, 205A, 205A-1, 205B, 212, and 412 helicopters, with main rotor transmission lower planetary spider (spider), part number (P/N) 204-040-785-003, installed, certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent fatigue failure of the spider, which could result in failure of the main transmission and subsequent loss of control of the helicopter, accomplish the following: (a) Within the next 600 hours' time-in-service (TIS) after the effective date of this AD, unless previously accomplished within the last 2,500 hours' TIS, and thereafter at intervals not to exceed 3,100 hours' TIS from the last magnetic particle inspection (MPI), remove the spider and perform an MPI for cracks in accordance with the pertinent BHTI maintenance, repair, and overhaul manuals. (b) Replace any cracked spider with an airworthy part prior to further flight. (c) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used when approved by the Manager, Rotorcraft Certification Office, FAA, Rotorcraft Directorate. Operators shall submit their requests through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Rotorcraft Certification Office. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Manager, Rotorcraft Certification Office. (d) Special flight permits may be issued in accordance with sections 21.197 and 21.199 of the Federal Aviation Regulations (14 CFR 21.197 and 21.199) to operate the helicopter to a location where the requirements of this AD can be accomplished. (e) This amendment becomes effective on July 29, 1994.
48-09-01: 48-09-01 DOUGLAS: Applies to C-54 and DC-4 Aircraft. \n\n\tTo be accomplished not later than April 15, 1948. \n\n\tBecause of the hazards involved, the transfer of fuel between tanks must be prohibited. The following placard shall be installed in the cockpit in full view of the pilots: \n\n\t"Fuel cross-feed system not intended for transferring fuel from one tank to another and should not be used for this purpose. When using crossfeed system, turn off tank(s) not in use." \n\n\tIn addition to the placard, the FAA Approved Flight Manual must be revised to incorporate proper fuel system operation procedures in accordance with the above placard. Approved Flight Manual pages may be obtained from the airplane manufacturer.
63-15-02: 63-15-02 DE HAVILLAND: Amdt. 588 Part 507 Federal Register July 23, 1963. Applies to All Model DH 114 Aircraft. Compliance required within 200 hours' time in service after the effective date of this AD. Because of instances of fatigue failure of the bolt, P/N 4W.1121, which attaches the flap jack attachment shackle to the wing, replace the bolt with a new special bolt P/N 14W.5835 in accordance with a de Havilland Heron Modification No. 1498. (de Havilland TNS Series Heron (114) No. C.F.7 Issue 1 dated December 31, 1962, and de Havilland Modification News Sheet No. Heron 1498 dated January 1, 1963, cover this subject.) This directive effective August 22, 1963.
2008-21-04: The FAA is adopting a new airworthiness directive (AD) for certain Hawker Beechcraft Corporation Model 390 airplanes. This AD requires you to modify the cabin barometric pressure switch and cabin altitude high switch installations and perform a functional test of the switches and related systems. This AD results from the possibility of barometric pressure switch electrical connections being incorrectly connected or inadvertently disconnected. We are issuing this AD to modify the cabin barometric pressure switch and cabin altitude high switch to prevent them from becoming incorrectly connected or inadvertently disconnected, which may result in no CABIN ALT HI annunciation in the cockpit and no automatic deployment of the cabin oxygen masks. This failure could lead to incapacitation of the crew due to hypoxia with possible inability to control the airplane.
47-22-01: 47-22-01 LUSCOMBE: (Was Mandatory Note 12 of AD-694-4.) Applies Only to Model 8 Series Aircraft Equipped With Edo 60-1320 Floats. Compliance required immediately if possible but in any event not later than August 1, 1947. All seaplanes should be inspected to determine whether the bulkhead reinforcements of Luscombe Drawing 48701 are presently installed at fuselage Station 4 (rear float strut attachment. If not, those reinforcements shown on Luscombe Drawing 58730 must be installed to insure the structural integrity of the float installation. Each seaplane should also be inspected to determine conformity of Model 8A with Luscombe Drawing 58700 and Models 8C and 8D with Luscombe Drawing 58725
48-02-04: 48-02-04 DOUGLAS: Applies to DC-6 Serial Numbers 42854 Through 42880; 42882 Through 42896; 43000 Through 43017; 43035 Through 43038; 43055; 43056; 43062, and 43063. \n\nCompliance required by the next No. 3 inspection. \n\nTo prevent the brake lining from becoming wedged between brake disc and housing, replace the present adjustment pin Goodyear P/N 511940-1 and spring plate Goodyear P/N 512139 by the single piece adjusting pin Goodyear P/N 9510744. \n\n(Douglas Service Bulletin DC-6 No. 90 covers this same subject.)
47-13-02: 47-13-02 TAYLORCRAFT: (Was Service Note 1 of AD-696-3.) Applies to Models BC-65, BCS-65, BC12-65, BCS12-65, BC12-D, BCS12-D, BCS12-D1 Aircraft. Inspection required each 25 hours of engine operation. This inspection applies only to fuel hose bearing white dash lines and having end fittings marked "CAA, SNA (date)". Examine the two flexible fuel lines to determine whether the hose inner liner has collapsed or failed thus causing a restriction to the flow of fuel. Particular attention should be given to the hose close to the fittings on the fuel strainer. Defective hose appears soft or spongy when squeezed with the fingers. Any defective hose is to be replaced immediately. (This information is contained, in part, in Taylorcraft Service Bulletin No. 60 dated June 14, 1946.)