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60-10-02: 60-10-02 BRANTLY: Amdt. 151 Part 507 Federal Register May 12, 1960. The AD published in the Federal Register as Amendment 143 was superseded by the following: Applies to All B-2 Helicopters With 248-40 and 248-46 Main Rotor Blades Installed. Compliance required as indicated. The retirement time on 248-40 and 248-46 blades is increased from 50 hours of time in service specified in Amendment 143 of Part 507, to 500 hours of time in service, provided the following inspection is performed prior to flight subsequent to each refueling: (a) (1) Visually inspect upper and lower skin for cracks in the vicinity of rivet heads on the inboard one-third of the outboard main rotor blades. (2) Blades found with more than one crack or with a single crack exceeding one inch in length must be replaced prior to further flight. (3) Blades found with a single crack of one inch or less in length must be stop-drilled with a 1/8 (0.125) inch diameter drill prior to further flight. Revised March 10, 1961.
62-17-06: 62-17-06 PRATT & WHITNEY: Amdt. 470 Part 507 Federal Register August 1, 1962. Applies to All JT3C-12 Turbojet Engines. Compliance required as indicated. To preclude fatigue cracking in the rear face of the P/N 359708 eighth stage compressor rotor disc, accomplish the following: (a) For discs previously inspected by the procedure described in paragraph (c), reinspect in accordance with paragraph (c) every 90 hours' time in service from the last inspection. (b) For discs not previously inspected by the procedure described in paragraph (c), inspect in accordance with paragraph (c) as follows: (1) Inspect discs with 1,000 or more hours' time in service within the next 90 hours' time in service and every 90 hours' time in service thereafter. (2) Inspect discs with less than 1,000 hours' time in service prior to the accumulation of 1,090 hours' time in service and every 90 hours' time in service thereafter. (c) Incorporate an inspection hole and plugin the compressor case and eighth stage stator shroud in accordance with Pratt & Whitney Aircraft letter dated June 21, 1962, and its attached sketch number L-53852. Using an American Cystoscope Markers, Inc. Model B-175-AS-15 or FAA approved equivalent viewing instrument inserted through this hole, inspect each eighth stage compressor rotor disc rear blade dovetail area and the entire circumferential area of the eighth stage disc spacer for possible cracks. If any crack indications are found, remove the engine prior to further flight and disassemble for confirmation of the indications. Replace cracked discs. (d) Remove all eighth stage compressor rotor discs P/N 359708 from further service after 4,800 hours' time in service. (e) Upon request of the operator, an FAA Maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Eastern Region, may adjust the repetitive inspection intervals specified in this AD to permit complianceat an established inspection period of the operator if the request contains substantiating data to justify the increase for such operator. (Pratt & Whitney Aircraft telegraphic message dated June 13, 1962, to Eastern Air Lines and Pratt & Whitney Aircraft letter dated June 21, 1962, and attached sketch L-53852 to Eastern Air Lines covers the same subject.) This directive effective August 1, 1962. Revised February 20, 1963.
2017-22-08: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc., Model CL-600-2C10 (Regional Jet Series 700, 701, & 702), Model CL-600-2D15 (Regional Jet Series 705), Model CL-600-2D24 (Regional Jet Series 900), and Model CL-600-2E25 (Regional Jet Series 1000) airplanes. This AD was prompted by a report indicating that a number of rubber bull gear (RBG) wheels installed in the horizontal stabilizer trim actuator (HSTA) were manufactured using an incorrect material specification. This AD requires replacement of the affected RBG wheels. We are issuing this AD to address the unsafe condition on these products.
81-25-03: 81-25-03 McDONNELL DOUGLAS: Amendment 39-4271. Applies to McDonnell Douglas Model DC-9-10, -20, -30, -40, -50, and -80 series airplanes, including C-9A, C-9B, and VC-9C airplanes, certificated in all categories. Compliance required within six months from the effective date of this AD, unless already accomplished. To assure that proper windshield heat generation is available for bird impact protection and anti-ice functions on aircraft fuselage numbers 894 through 1021 and on aircraft that have had left, center, or right windshield panels replaced since November 1, 1978, accomplish the following: \n\n\tA.\tInspect windshield panels to determine manufacturer and year of manufacture. Windshield panels may be identified by the manufacturer's logo "PPG" or "LOF" in large capital letters with part number, specification, and serial number adjacent to logo. These are located at the top of the panel on the left and right-hand windshield panels, and at the bottom or top of the center windshield panel. \n\n\t\t1.\tPanels manufactured by Libbey Owens Ford (LOF), no further action is required. \n\n\t\t2.\tPanels manufactured by PPG Industries: \n\n\t\t\ta.\tDetermine the year of manufacture, which is contained in the serial number. Serial number samples are shown below: \n\n\t\t\t\t8-H-10-20-220-315 (first digit indicates year of manufacture, 1978; third digit indicates month, October) \n\n\t\t\t\t9-H-5-21-315-373 (first digit indicates year of manufacture, 1979; third digit indicates month, May) \n\n\t\t\t\t0-H-4-6-219-215 (first digit indicates year of manufacture, 1980; third digit indicates month, April) \n\n\t\t\t\t1-H-3-6-317-212 (first digit indicates year of manufacture, 1981; third digit indicates month, March) \n\n\t\t\tb.\tWindshield panels with an October 1978 or prior manufacturing date coded, or January 1981 or subsequent manufacturing date coded, no further action is required. \n\n\t\t\tc.\tAircraft with less than 200 flight hours since new or on aircraft with less than 200 flight hours onreplacement panel(s), accomplish the following heating element resistance check on PPG November 1, 1978, through December 31, 1980, date coded windshield panels: \n\n\t\t\t\t(1)\tOpen anti-ice circuit breaker on lower electrical panel center for windshield to be checked. \n\n\t\t\t\t(2)\tDisconnect electrical connector from windshield panel to be checked. \n\n\t\t\t\t(3)\tUsing an ohmmeter, check resistance between Pins L and P at receptacle on left (right) windshield panel. Resistance reading should measure 61.2-82.8 ohms. \n\n\t\t\t\t(4)\tUsing an ohmmeter, check resistance between Pins E and G at receptacle on center windshield panel. Resistance should measure 67.5-92.5 ohms. \n\n\t\t\t\t(5)\tIf windshield resistance is: \n\n\t\t\t\t\t(a)\tWithin tolerance on all three panels, aircraft may be continued in service, and panels must be repetitively inspected at 50-hour intervals until the accumulation of 200 flight hours. \n\n\t\t\t\t\t(b)\tWithin tolerance after the accumulation of 200 flight hours, no further actionis required. \n\n\t\t\t\t(6)\tIf resistance is out of tolerance on one or more of the three windshield panels: \n\n\t\t\t\t\t(a)\tCenter panel out of tolerance, install the following placard in full view of the pilot: "Do Not Exceed 260 kts IAS Below 10,000 Feet Altitude." \n\n\t\t\t\t\t(b)\tOnly side panel(s) out of tolerance, install the following placard in full view of the pilot: "Do Not Exceed 285 kts IAS Below 10,000 Feet Altitude." \n\n\t\t\t\t\t(c)\tIf windshield resistance of any panel, left, right, or center is greater than 130 ohms, install the following placard in full view of the pilot: "Flight into known icing conditions is prohibited." If left (right) windshield panel(s) resistance is 82.9 to 130 ohms, and/or center windshield panel resistance is 92.6 to 130 ohms, the panel(s) must be repetitively inspected at 50-hour intervals until the accumulation of 200 flight hours to ascertain that resistance remains at or below 130 ohms. After the accumulation of 200 flight hours, the repetitive inspection interval can be extended to 1,500 flight hours. \n\n\t\t\t\t\t(d)\tThe above restrictions can be removed when the out-of-tolerance panel(s) is/are replaced with panel(s) manufactured by LOF or any PPG manufactured panel(s) with a date code other than November 1, 1978, through December 31, 1980. \n\n\t\t\t\t(7)\tReconnect electrical connector to windshield panel and close circuit breakers. \n\n\t\t\td.\tFor November 1, 1978, through December 31, 1980, date coded windshield panels which have over 200 flight hours, accomplish the following: \n\n\t\t\t\t(1)\tPerform heating element resistance check, as outlined in paragraphs c(1) through c(4). If windshield resistance is within tolerance on panel(s), reconnect electrical connector to panel(s). No further action is required. \n\n\t\t\t\t(2)\tIf resistance is out of tolerance on any of the three panels, accomplish the instructions as outlined under paragraph c(6). \n\n\tB.\tAlternate inspections, repairs, or other action to be accomplished on or after the effective date of this AD, which provide an equivalent level of safety, may be used when approved by the Chief, Los Angeles Area Aircraft Certification Office, FAA Northwest Mountain Region. \n\n\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections and/or modifications required by this AD. \n\n\tThis amendment becomes effective January 4, 1982.
64-16-05: 64-16-05 LYCOMING: Amdt. 765 Part 507 Federal Register July 10, 1964. Applies to O-320, O-340, O-360 and O-540 Series Engines Equipped With AC Fuel Pumps, AC 5623-467 (Lycoming P/N 74082), AC 5656880 (Lycoming P/N 74082) and AC 6440152 (Lycoming P/N 74798), and to IO-320-B1A, IO-360-A1A, -B1B, HIO-360-B1A, -B1B and IO-540-C-B5 Engines Equipped With AC Fuel Pumps, AC 5623466 (Lycoming P/N 73973) and AC 5656696 (Lycoming P/N 73870), Except for Recent Production Engines and Remanufactured Engines Listed in Lycoming Service Bulletin No. 298, Which Have Already Incorporated the Modification. Compliance required within 25 hours' time in service after the effective date of this AD unless already accomplished. To preclude the possibility of engine oil being drained overboard as a result of oil seal failure in AC light weight fuel pumps, modify AC pumps with part numbers listed herein in accordance with the instructions contained in Lycoming Service Bulletin No. 298. This directive effective July 10, 1964.
2017-21-07: We are adopting a new airworthiness directive (AD) for all Airbus Model A300 series airplanes. This AD was prompted by a report of reduction of the de-icing performance of the pitot probe over time that could remain hidden to the flight crew. This [[Page 48907]] AD requires repetitive detailed inspections of the pitot probe heater insulation resistance, and replacement of the pitot probe heater if necessary. We are issuing this AD to address the unsafe condition on these products.
60-18-01: 60-18-01 VICKERS: Amdt. 196 Part 507 Federal Register August 23, 1960. Applies to All Viscount 745D and 810 Series Aircraft. Compliance required as indicated. (It will be necessary for operators to maintain a record of flights to ascertain compliance with this AD. If past records are unavailable, the number of flights prior to this AD may be estimated.) As a result of failures of the trunnion attaching the nose gear retraction jack to the oleo leg, it is necessary to limit the time in service of the various parts forming the attachments of the retraction jack. The following parts must be replaced upon accumulating the specified total time in service: Retirement Time Part 745D aircraft flights 810 Series aircraft flights Trunnion P/N 60925-525 300 * Trunnion P/N 70126-97 20,000 20,000 Trunnion P/N 70126-651 15,000 15,000 Trunnion P/N 70126-661 20,000 20,000 Trunnion P/N 74426-25 300 300 Pin P/N 60926-529 4,000 4,000 Pin P/N 70026-25 20,000 20,000 Pin P/N 70126-659 20,000 20,000 Attachment Bolt P/N 70126-137 1,000 * Attachment Bolt P/N 70126-187 20,000 20,000 Attachment Bolt P/N 74426-23 20,000 20,000 Cylinder P/N 70026-1 30,000 * Cylinder P/N 70726-41 30,000 30,000 Ram P/N 70026-5 30,000 30,000 Fork End P/N 70026-7 20,000 20,000 End Nut P/N 70026-9 20,000 20,000 * Not applicable. (Vickers-Armstrongs Co. PTL 161 Issues 5 and 6 (for 700 Series) and PTL 22 Issues 5 and 6 (for 800/810 Series) cover this subject.) This supersedes AD 58-09-04. This amendment shall become effective 30 days after date of its publication in the Federal Register. Revised November 8, 1960.
2017-18-20: We are adopting a new airworthiness directive (AD) for The Boeing Company Model 707 airplanes equipped with a main cargo door (MCD). This AD was prompted by analysis of the cam support assemblies of the MCD that indicated the repetitive high frequency eddy current (HFEC) inspections required by the existing maintenance program are not adequate to detect cracks before two adjacent cam support assemblies of the MCD could fail. This AD requires repetitive ultrasonic inspections for cracking of the cam support assemblies of the MCD, and replacement if necessary. We are issuing this AD to address the unsafe condition on these products.
61-14-04: 61-14-04 CONVAIR: Amdt. 302 Part 507 Federal Register July 7, 1961. Applies to All Model 22 (880) Series Aircraft. Compliance required as indicated. One instance has been reported where the rivets attaching the forward rod end P/N 22- 04442-1, to the rudder flight tab rod P/N 22-46257, were not installed. This resulted in the rod end P/N 22-04442-1, becoming separated from the tab rod P/N 22-46257, with ensuing loss of the rudder flight tab control. The effects of this malfunction on operational safety is such as to require accomplishment of the following: (a) Prior to further flight unless already accomplished in accordance with Convair Alert Service Bulletin 27-40 dated June 14, 1961, inspect rod P/N 22-46257 and rod end P/N 22- 04442-1 to insure that they are attached by two AN 435 MC rivets per Convair Drawing 22- 46257. (b) If the rivets in paragraph (a) are not installed, rod end P/N 22-04442-1 shall be attached to rod end P/N 22-46257 per Convair Alert Service Bulletin 27-40 dated June 14, 1961, or FAA approved equivalent, prior to further flight. (c) Rod end assemblies attached with NAS 464-3 bolts must be replaced within 250 hours' time in service on bolt by parts complying with Convair Drawing 22-46257. (Convair Alert Service Bulletin 27-40 covers this same subject.) This directive becomes effective upon publication in the Federal Register for all persons except those to whom it was made effective immediately by telegram dated June 16, 1961.
2017-19-24: We are superseding Airworthiness Directive (AD) 2014-26-10, which applied to all Airbus Model A318, A319, A320, and A321 series airplanes. AD 2014-26-10 required revising the maintenance or inspection program to incorporate maintenance requirements and airworthiness limitations. This new AD requires revising the maintenance or inspection program, as applicable, to incorporate new or revised airworthiness limitation requirements. This AD was prompted by a determination that more restrictive maintenance instructions and airworthiness limitations are necessary. We are issuing this AD to address the unsafe condition on these products.
82-16-10: 82-16-10 PRATT & WHITNEY AIRCRAFT: Amendment 39-4417. Applies to all JT9D-20 engines installed in wing positions on DC-10-40 aircraft. Compliance required on installed engines prior to March 31 1984, unless already accomplished. To preclude "B" flange separation under adverse conditions, rework fan exit case assembly, incorporate riveted segmented strengthening plates along with improved "B" flange attachment hardware, and reidentify components in accordance with Pratt & Whitney JT9D-20 Service Bulletin No. 5335, dated September 3, 1981, or later revision approved by the Chief, Engine Certification Branch, FAA, New England Region. NOTE: Rework, replacement, and addition of various airframe brackets are necessary to ensure compatibility with the flange modifications specified in Pratt & Whitney Aircraft Service Bulletin No. 5335. All persons affected by this directive who have not already received the referenced service bulletin from the manufacturer may obtaincopies upon request to Pratt & Whitney Aircraft, Division of United Technologies Corporation, 400 Main Street, East Hartford, Connecticut 06108. This document may also be examined at Federal Aviation Administration, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803. A historical file on this AD which includes the material in full is maintained by the FAA at the New England Region Office. This amendment becomes effective on August 16, 1982.
2017-19-13: We are superseding Airworthiness Directive (AD) 2001-16-01, which applied to certain Airbus Model A330-301, -321, -322, -341, and - 342 airplanes, and certain Model A340 series airplanes; and AD 2014-17- 06, which applied to all Airbus Model A330-200 series airplanes, Model A330-200 Freighter series airplanes, and Model A330-300 series airplanes. AD 2001-16-01 required inspections for cracking of the aft cargo compartment door, and corrective action if necessary. AD 2014-17- 06 required revising the maintenance or inspection program, as applicable, to incorporate structural inspection requirements. This AD requires revising the maintenance or inspection program, as applicable, to incorporate new or revised airworthiness limitation requirements; and removing airplanes from the applicability. This AD was prompted by a determination that more restrictive maintenance instructions and airworthiness limitations are necessary. We are issuing this AD to address the unsafe condition onthese products.
81-23-02: 81-23-02 TELEDYNE CONTINENTAL MOTORS: Letter issued October 30, 1981. Applies to Teledyne Continental Motors Models TSIO-360-EB, S/N 311703 and 311704; LTSIO-360-EB, S/N 312685; TSIO-360- KB, S/N 315204, 315209 through 315259, 315262 through 315274, 315277, 315283, 315284, and 315323; LTSIO-360-KB, S/N 314195, 314204, 314208 through 314274, 314276, and 314277; and TSIO-360-GB, S/N 309600, 309601, 309603 through 309618, 309622 through 309627, 309629 through 309641 and 309655 aircraft engines. Compliance required prior to further flight after receipt of this letter. To prevent possible failure of the oil filter adapter gasket, accomplish the following: (a) Inspect the oil filter adapter (TCM P/N 641576) flange at the machined alternator relief cutout in accordance with the inspection procedure described in TCM Special Service Notice 10-81, dated October 19, 1981. (b) If the machined alternator relief cutout intrudes into the shoulder (no matter how little), replace the adapterTCM P/N 641576 with a serviceable part which meets the inspection criteria of TCM Special Service Notice 10-81. (c) Make appropriate maintenance record entries indicating compliance with this AD. An equivalent method of compliance may be approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Southern Region, P.O. Box 20636, Atlanta, Georgia 30320. Teledyne Continental Motors Special Service Notice 10-81, dated October 19, 1981, applies to this subject. This Airworthiness Directive becomes effective upon receipt.
2017-18-12: We are superseding Airworthiness Directive (AD) 2016-11-20 for certain B/E Aerospace protective breathing equipment (PBE) that is installed on airplanes. AD 2016-11-20 required replacing part number (P/N) 119003-11 PBE units. Since we issued AD 2016-11-20, we received a report that PBE units, P/N 119003-21, within a certain serial number range are made with candle tube material determined to have a low yield strength and may be volatile upon use or disposal. This AD retains the actions required in AD 2016-11-20 and requires inspecting and replacing P/N 119003-11 and 119003-21 PBE units. We are issuing this AD to address the unsafe condition on these products.
80-20-03: 80-20-03 FOKKER-VFW B.V.: Amendment 39-3923. Applies to Model F-27 series airplanes, serial numbers 10105 through 10248, which have incorporated Fokker Service Bulletin F27/61- 9(G6), serial numbers 10249 through 10518, except for airplanes which have Fokker Service Bulletin F27/61-10(G7) incorporated, and serial numbers 10519 through 10553, certificated in all categories. Compliance is required as indicated, unless already accomplished. To prevent propeller auto-feathering caused by inadvertent potential being introduced into the propeller auto-feathering circuit, accomplish the following: (a) Within the next 500 hours time in service after the effective date of this AD, for airplane serial numbers 10105 through 10248 if Fokker Service Bulletin F27/61-9(G6) has been incorporated, and for airplane serial numbers 10249 through 10518 if Fokker Service Bulletin F27/61-10(G7) has not been incorporated, rework the cockpit floor and wiring in the receptacles, replace, route, and connect new wiring, and finish shielding in accordance with paragraph 2, "Accomplishment Instructions," General and Part I of Fokker Service Bulletin F27/61-29, revision 2, dated March 1, 1979, or an FAA-approved equivalent. (b) Within the next 500 hours time in service after the effective date of this AD for airplane serial numbers 10249 through 10518 except for airplanes which have Fokker Service Bulletin F27/61-10(G7) incorporated, install new shielded wires between the engine firewall and the partial pressure bulkhead in accordance with Fokker Service Bulletin F27/61-35 dated March 23, 1979, or an FAA-approved equivalent. (c) Within the next 500 hours time in service after the effective date of this AD, for airplane serial numbers 10519 through 10553, rework the cockpit floor and wiring in the receptacles, replace, route, and connect new wiring, and finish shielding in accordance with paragraph 2, "Accomplishment Instructions," General and Part II of Fokker Service Bulletin F27/61-29, revision 2, dated March 1, 1979, or an FAA-approved equivalent. (d) If an equivalent means of compliance is used in complying with paragraphs (a), (b), or (c) of this AD, that equivalent must be approved by the Chief, Aircraft Certification Staff, AEU-100, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, Brussels, Belgium. NOTE: There is a typographical error on page 4 of Fokker Service Bulletin F27/61-29, revision 2, dated March 1, 1979. Aircraft serial numbers 10150 to 10248 inclusive listed in the first column of the replacement wire table should be changed to read 10105 to 10248 inclusive. This amendment becomes effective October 22, 1980.
64-16-04: 64-16-04 LOCKHEED: Amdt. 768 Part 507 Federal Register July 21, 1964. Applies to Models 188A and 188C Series Aircraft. Compliance required within 425 hours' time in service after the effective date of this AD, unless accomplished within the last 3,575 hours' time in service, and thereafter at intervals not to exceed 4,000 hours' time in service from the last inspection. As a result of excessive wear and cracks in the aileron control system push-pull tubes, accomplish the following: (a) Visually inspect the wear pattern on the eight aileron push-pull tubes located aft of the wing rear spar, P/N's 810863-1, 810865-1, and 807742-1, and measure the maximum wear from the outside surface of the tube to the depth of the wear mark. When the visual inspection reveals indications of a crack or a lengthwise groove in the push-pull tube, inspect for cracks by using a magnetic particle inspection method or an equivalent approved by the Chief, Aircraft Engineering Division, FAA Western Region. (b) Manually spin and visually inspect all of the aileron push-pull tube support rollers for freedom of rotation and for flat spots. (c) Following the inspections of (a) and (b) accomplish the following before further flight, except that the aircraft may be ferried in accordance with the provisions of CAR 1.76 to the base at which the repairs or replacements are to be accomplished: (1) Replace cracked aileron push-pull tubes with new parts of the same part number or an FAA approved equivalent. Replace aileron push-pull tubes P/N 810865-1 with more than 0.006 inch of wear, P/N 810863-1 with more than 0.008 inch of wear, and P/N 807742-1 with more than 0.012 inch of wear with new parts of the same part number or an FAA approved equivalent. (2) Replace aileron push-pull tube support rollers which do not rotate freely or which have a flat spot with new rollers of the same part number or an FAA approved equivalent. (3) When push-pull tubes orpush-pull tube support rollers are replaced in accordance with (c)(1) or (c)(2), adjust the clearance between the aileron push-pull tubes and their support rollers in accordance with Section 2.B.(4) of Lockheed Alert Service Bulletin 88/SB-607. (d) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Aircraft Engineering Division, 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. (Lockheed telegram to operators FS/265688-W dated September 24, 1963, and Lockheed Service Bulletin 88/SB-607 pertain to this same subject.) This directive effective August 21, 1964. Revised March 2, 1965.
63-19-02: 63-19-02 GENERAL DYNAMICS: Amdt. 619 Part 507 Federal Register September 19, 1963. Applies to All Models 30 and 30A Aircraft. Compliance required as indicated. (a) Within the next 50 hours' time in service after the effective date of this AD unless already accomplished within the last 950 hours' time in service, conduct a close visual inspection of the horizontal stabilizer trim control cables in order to detect frayed cable. Pay particular attention to the section of the cable in the vicinity of the aft pressure bulkhead. Replace all frayed or otherwise damaged horizontal stabilizer trim control cables with new cables before further flight. (b) At periods not to exceed 1,000 hours' time in service after the inspection in (a), inspect the horizontal stabilizer nose down trim control cable on the aft side of the pressure bulkhead. This inspection shall include pulling the left-hand cable aft and flexing it several times in the area that normally contacts the pulley guiding the nose down cable. Replace cables having broken or damaged wires before further flight. (c) The repetitive inspection in (b) may be discontinued when the horizontal stabilizer trim cable system has been reworked in accordance with an FAA Western Region approved modification. (d) 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. This directive effective September 19, 1963.
2017-18-05: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 747-100, 747-100B, 747-100B SUD, 747-200B, 747- 200C, 747-200F, 747-300, 747-400, 747-400D, 747-400F, 747SR, and 747SP airplanes. This AD was prompted by a report of damage found at the lower trailing edge panels of the left wing and a broken fuse pin of the landing gear beam end fitting. This AD requires repetitive replacement or inspection of certain fuse pins, and applicable on- condition actions. We are issuing this AD to address the unsafe condition on these products.
2005-24-07: The FAA adopts a new airworthiness directive (AD) for certain Pacific Aerospace Corporation Ltd Model 750XL airplanes. This AD requires you to inspect the condition of the left and right outer panel attachment lugs for damage (scoring and gouging) and/or cracks (using a fluorescent penetrant inspection procedure for the crack inspection); to inspect the spacing of left and right outer panel attachment lugs; to replace the lugs if damage is found; and to make necessary corrections to the spacing. This AD results from mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for New Zealand. We are issuing this AD to prevent structural failure of the outer panel and spar due to a cracked, bent, or distorted condition of the left and right outer panel attachment lugs; and incorrect spacing of the left and right outer panel attachment lugs. This failure could lead to loss of control of the airplane.
2017-17-01: We are adopting a new airworthiness directive (AD) for Airbus Helicopters (Airbus) Model AS332L2 \n\n((Page 39507)) \n\nand EC225LP helicopters. This AD requires inspections of the main rotor (M/R) blade attachment pins (attachment pins). This AD was prompted by a report of three cracked attachment pins. The actions of this AD are intended to detect and prevent an unsafe condition on these products.
2005-24-03: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 737-600, -700, -700C, and -800 series airplanes. This AD requires inspecting/measuring the length of the attachment fasteners between the nacelle support fittings and the lower wing skin panels, and related investigative/corrective actions if necessary. This AD results from a report from the manufacturer that in production, during the installation of certain attachment fasteners for the nacelle support fittings, only one washer was installed instead of two. We are issuing this AD to prevent inadequate fastener clamp-up, which could result in cracking of the fastener holes, cracking along the lower wing skin panels, fuel leaking from the wing fuel tanks onto the engines, and possible fire.
81-04-01: 81-04-01 HILLER AIRCRAFT: Amendment 39-4034. Applies to Models UH-12D, UH-12E, OH-23G, UH-12L, and all models converted to turbine power in accordance with Supplementary Type Certificate STC 177WE or STC 178WE, certified in all categories. Compliance required within ten (10) calendar days from the effective date of this AD, unless already accomplished. To prevent rudder balance cables from fraying and breaking, accomplish the following: (a) Perform a one time visual inspection of the rudder balance cable assembly, P/N HS 1053-2, in accordance with Hiller Service Bulletin No. 32-2 Part II, Accomplishment Instructions, Subparts A and B, dated December 31, 1980. (b) Remove from service the rudder cable assemblies, P/N HS 1053-2, which do not conform to type design. Type design is 7 x 19 cable. The Hiller Service Bulletin No. 32-2 depicts the acceptable cable. (c) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes or helicopters to a base for the accomplishment of inspections or modifications required by this AD. (d) Alternative inspections, modifications or other actions which provide an equivalent level of safety may be used when approved by the Chief, Engineering and Manufacturing Branch, FAA Western Region. This amendment becomes effective February 9, 1981.
2017-15-17: We are adopting a new airworthiness directive (AD) for certain Airbus Model A300 B4-600R series airplanes, Model A300 C4-605R Variant F airplanes, and Model A300 F4-600R series airplanes. This AD was prompted by the results of a full stress analysis of the lower area of a certain frame that revealed that a crack could occur in this area after a certain number of flight cycles. This AD requires an inspection of the lower area of a certain frame radius for cracking, and corrective action if necessary. We are issuing this AD to address the unsafe condition on these products.
80-19-13: 80-19-13 MCDONNELL DOUGLAS: Amendment 39-3917. Applies to DC 8-61/-63/-61CF/-62CF/-63CF airplanes in passenger configuration with Jetescape doors. \n\n\tTo prevent the Type I Emergency Exit door handle from being obstructed in its travel to open the exit door accomplish the following, unless already accomplished: \n\n\t(a)\tWithin the next 15 days from the effective date of this AD; \n\n\t\t(1)\tOn DC 8-61CF/-62CF and -63CF aircraft, inspect each Type I Emergency Exit door handle for interference with the hinge support. If interference exists modify trim per McDonnell Douglas Alert Service Bulletin A-25-230 dated August 14, 1980, hereinafter referred to as MDC Alert Service Bulletin A-25-230. \n\n\t\t(2)\tOn DC 8-61/-63/-61CF/-62CF/-63CF airplanes, inspect each Type I Emergency Exit door handle for interference with trim. Modify trim to clear obstructions in accordance with MDC Alert Service Bulletin A-25-230. \n\n\t(b)\tAircraft currently in cargo configuration must be inspected and, if interference exists, modify trim per MDC Alert Service Bulletin A-25-230 prior to return to passenger service. \n\n\t(c)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections required by this AD. \n\n\t(d)\tAlternative inspections, modifications or other actions which provide an equivalent level of safety may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tThis amendment becomes effective September 25, 1980.
62-09-01: 62-09-01 BOEING: Amdt. 426 Part 507 Federal Register April 19, 1962. Applies to All Models 707 and 720 Aircraft Serial Numbers 17586-17652, 17658-17690, 17692-17724, 17903- 17930, 18012-18037, 18041-18050, 18054-18071, 18083-18085, 18154, 18167, 18334, 18351- 18353, 18381-18384, With More Than Or Upon Accumulation of 1,500 Hours' Time In Service. \n\n\tCompliance required as indicated. \n\n\tTo prevent failure of control cable pressure seals which can cause jamming or dislodging of the cable, accomplish the following: \n\n\t(a) Unless already accomplished within the last 300 hours' time in service, within the next 65 hours' time in service and at periods thereafter not to exceed 360 hours' time in service from the last inspection, conduct a close visual inspection of all control cable pressure seals except those for engine control cables, landing gear and landing gear door cables. \n\n\t(b) Unless already accomplished within the last 360 hours' time in service, within the next 360 hours' time in service and at periods thereafter not to exceed 720 hours' time in service from the last inspection, conduct a close visual inspection of the nose wheel steering cable pressure seals. \n\n\t(c) All seals which have failed or which show evidence of cracking, abnormal swelling or sponginess, or other signs of deterioration which could lead to seal failure shall be replaced with new seals prior to further flight. \n\n\t(d) Replacement seals of the same part number shall be inspected in accordance with (a) or (b) prior to the accumulation of 1,500 hours' time in service and at intervals not to exceed 360 hours' time in service thereafter for flight control cable pressure seals and 720 hours' time in service thereafter for the nose wheel steering cable pressure seals. \n\n\t(e) The special periodic inspection of any S11K-3R, S11K-4R, or S11R-4R seal may be discontinued upon replacement with a new type seal P/N S11K-3RA, S11K-4RA, or S11R-4RA respectively, together with a seal retention assembly installed in accordance with Boeing Service Bulletin No. 1358 for flight control systems, Boeing Service Bulletin No. 1737 for nose wheel steering systems, or FAA approved equivalent. \n\n\t(f) 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(Boeing Service Bulletins Nos. 1358 and 1737 pertain to this 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 telegrams dated April 3, 1962, and April 6, 1962. \n\n\tRevised May 23, 1962. \n\n\tRevised March 19, 1963.