Results
94-07-12: This amendment adopts a new airworthiness directive (AD), applicable to Jetstream Model ATP series airplanes, that requires inspections to detect fatigue-related cracking and loose rivets in the subframe yoke assemblies of the quick engine change units (QECU) on both wings; replacement of rivets; and repair or replacement of yoke assemblies, if necessary. This amendment is prompted by in-service and fatigue test reports of cracking in the yoke of a QECU subframe. The actions specified by this AD are intended to prevent loss of structural integrity of the engine mount.
95-12-15: This amendment adopts a new airworthiness directive (AD), applicable to certain Jetstream Model 4101 airplanes, that requires replacement of a certain pressure switch with a certain new pressure switch in the fuel system for the engines. This amendment is prompted by a report indicating that the current design of a certain pressure switch in the fuel system for the engines does not meet current fire resistant properties, which could result in the failure of the pressure switch during a fire in the engine compartment. The actions specified by this AD are intended to prevent failure of the existing pressure switch in the fuel system for the engines, which, during an engine fire, could result in fuel leakage that could add fuel to the fire.
2008-22-14: We are superseding an existing 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: * * * * *During recent inspections it was found that some * * * bolts, that connect the horizontal stabilizer control unit actuator with the dog-links, were broken. This condition, if not corrected, could lead to [the loss of the flight control input connection to the horizontal stabilizer and consequent] partial loss of control of the aircraft. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
95-03-08: This amendment adopts a new airworthiness directive (AD), applicable to certain Aerospatiale Model ATR42-300 and -320 series airplanes, that requires an inspection to determine the model and orientation of certain flight control rods, and replacement with modified rods, if necessary. This amendment is prompted by reports of corrosion found on the pitch trim and rudder trim rods. The actions specified by this AD are intended to prevent problems associated with corrosion of the flight control rods, which could compromise the required strength of these items.
66-07-03: 66-07-03 THOMAS A. EDISON and GARWIN, INC: Amdt. 39-203 Part 39 Federal Register March 4, 1966. Applies to Thomas A. Edison Models 195 and 273 Aircraft Engine Gage Units (Models Manufactured for Military use are Identified as AN 5773-1A or -T1A, AN 5773-2 or -72, MS 28043-1 or -T1, and MS 28043-2 or -T2), and Garwin, Inc. Engine Gage Units, P/N's 22-802-03 through -14 and 22-802-022, with Date Stamp Before April 1, 1961. Compliance required within the next 300 hours' time in service after the effective date of this AD. Numerous instances of failure of the fuel pressure diaphragm assembly used in the gages affected have been reported. When the gage is under pressure, the diaphragm ruptures resulting in failure of the fuel pressure indicator portion of the gage, causing a serious fire hazard as well as malfunctioning of the fuel pressure indicating portion of the instrument. To prevent recurrence of this condition, accomplish the following: (a) Overhaul gage units manufactured prior to June 30, 1962, by replacing the diaphragm and capillary tube assembly, P/N 45010- with a new assembly, P/N 45010- in accordance with T.A. Edison Service Bulletin No. 05-75AB-1-SB-1 or FAA-approved equivalent. The new assemblies are identified by the manufacturer with a 1/4 inch wide white band painted on the capillary tube adjacent to the solder joint of the tube to the diaphragm assembly. Identify gage units overhauled in accordance with this AD by placing a white paint dot approximately 1/4 inch in diameter, directly below the nameplate and between the "fuel" and "vent" bosses on the outside of the instrument nameplate. (b) All gage units shall be vented overboard by means of fuel drain line leading from the fuel pressure gage vent connection and routed such that it will not terminate at a point where the discharge of fuel from the outlet would constitute a fire hazard or from which fumes could enter personnel compartments. This supersedes AD 63-15-03.This directive effective April 3, 1966.
2008-23-11: The FAA is superseding an existing airworthiness directive (AD), which applies to certain Bombardier Model CL-600-2B19 airplanes. That AD currently requires repetitive eddy current inspections for cracking of the main landing gear (MLG) main fittings, and replacement with new or serviceable MLG main fittings if necessary. The existing AD also currently requires servicing the MLG shock struts; inspecting the MLG shock struts for nitrogen pressure, visible chrome dimension, and oil leakage; and performing corrective actions, if necessary. For certain airplanes, this new AD requires replacement of the MLG main fittings with new improved MLG main fittings, which would terminate the repetitive inspections of the MLG main fittings and inspection and servicing of the MLG shock struts. This AD results from premature failure of the MLG main fittings. We are issuing this AD to prevent failure of the MLG main fittings, which could result in collapse of the MLG upon landing. DATES:This AD becomes effective December 23, 2008. On February 16, 2007 (72 FR 1430, January 12, 2007), the Director of the Federal Register approved the incorporation by reference of Bombardier Service Bulletin 601R-32-093, Revision B, dated July 14, 2005. On June 13, 2003 (68 FR 31956, May 29, 2003), the Director of the Federal Register approved the incorporation by reference of Bombardier Alert Service Bulletin A601R-32-079, Revision `E,' dated September 12, 2002; including Appendix 1, Revision `D,' dated September 12, 2002; including Appendices 2 and 3, dated September 12, 2002.
2006-16-16: The FAA is adopting a new airworthiness directive (AD) for certain EMBRAER Model EMB-135BJ airplanes. This AD requires inspecting for missing fire blocking material on the left- and right-hand partitions of the forward baggage compartment door; replacing the seal on both partitions; and performing corrective action if necessary. This AD results from a report indicating that certain airplanes were delivered with the fire blocking material missing and the seal improperly installed on the partitions of the forward baggage compartment door. We are issuing this AD to detect and correct such discrepancies on the forward baggage compartment partition, which, in the event of a fire in the baggage compartment, could result in smoke propagating into the main cabin.
65-22-01: 65-22-01 CONVAIR: Amdt. 39-137 Part 39 Federal Register September 15, 1965. Applies to Army Surplus L-13 Series Airplanes (Basic and Modified) Including Restricted Category Airplanes. \n\n\tCompliance required within the next 50 hours' time in service after the effective date of this AD, unless already accomplished. \n\n\tThere have been failures of channel, P/N 105-1011321-14, which transmits loads from the wing to the lift strut. To correct this condition, accomplish the following: \n\n\tFor aircraft certificated under T.C. 4A15, and for aircraft certificated in the restricted category under Part 8, replace block assemblies, P/N 105-1011321-16 (consisting of .064 24STAL channel, P/N 105-1011321-14 and block P/N 105-1011327) with one piece fittings as indicated in Figures 1 and 2 or an equivalent modification approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tThis directive effective October 15, 1965.
65-14-06: 65-14-06 UNITED DATA CONTROL, INCORPORATED: Amdt. 39-97 Part 39 Federal Register June 29, 1965. Applies to Model F-542 Series Flight Data Recorders Installed in Aircraft as Required by Applicable Operating Rules. Compliance required within eight months' after the effective date of this AD, unless already accomplished. To improve the crash survivability of the flight record, modify all United Data Control, Inc. Model F-542 Series flight data recorders, Serial Number 1399 and prior, in accordance with UDC Service Bulletins 10 dated September 15, 1964, "A" Revision dated January 12, 1965, and 12 dated January 15, 1965, as follows: (a) Install UDC armor plates 100275 and 100276 and blocks 100277 and 100279 and studs 100278 on the sides of the case. (b) Replace the front panel assembly with a UDC P/N 100198 armored front panel assembly. (c) Replace the magazine latch assembly with a UDC P/N 100168 magazine latch assembly. (d) Remove the nameplate from the old door, and attach it to the new door. This directive effective July 29, 1965. Revised July 30, 1965.
95-12-10: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A330 and A340 series airplanes. This action requires a one-time inspection to ensure the proper installation of the electrical cable wiring of the evacuation slide system on the passenger and crew doors. This amendment is prompted by a report of incorrect installation of this wiring on two airplanes. The actions specified in this AD are intended to ensure that the electrical cable wiring is installed correctly so that it will not restrain the slide pack and prevent proper deployment of the slide. This condition, if not corrected, could impede the successful egress of passengers from the airplane during an emergency evacuation.
94-09-04: This amendment adopts a new airworthiness directive (AD), applicable to certain Fokker Model F28 Mark 0100 series airplanes, that requires replacement of the flight control computers (FCC) with new, improved FCC's; and removal of certain limitations from the Airplane Flight Manual (AFM), if necessary. This amendment is prompted by reports indicating that, during a level change descent with auto throttles engaged and manual flight, airplanes inadvertently have approached near minimum speeds. The actions specified by this AD are intended to prevent inadvertent loss of airspeed during a level change descent.
65-19-01: 65-19-01 AIR and SPACE: Amdt. 39-122 Part 39 Federal Register August 25, 1965. Applies to Model 18A Gyroplanes, Serial Numbers 18-7 through 18-28. Compliance required before further flight unless already accomplished. To prevent further failures of main rotor blade retention bolts while supporting the blade near the tip to prevent contact with the droop stops, replace three main rotor blade retention bolts, P/N RO-U18-2136-11, and nuts, P/N MS-20364-1614, with new main rotor blade retention bolts and nuts furnished by the manufacturer after August 4, 1965, and torque the nuts to 45 - 50 foot pounds dry thread torque value. This directive effective upon publication in the Federal Register for all persons except those to whom it was made effective immediately by telegram dated August 10, 1965.
65-15-05: 65-15-05 PIPER: Amdt. 39-105 Part 39 Federal Register July 8, 1965. Applies to Models PA-25, Serial Numbers 25-1 through 25-731, and PA-25-235, Serial Numbers 25-2000 through 25-3565 Aircraft. Compliance required as indicated. To prevent loss of the elevator control system as a result of worn clevis bolts, accomplish the following: (a) For aircraft with less than 250 hours' time in service on the effective date of this AD, comply with (c) before the accumulation of 260 hours' time in service unless already accomplished, and thereafter at intervals not to exceed 250 hours' time in service from the last inspection until modified in accordance with (d). (b) For aircraft with 250 or more hours' time in service on the effective date of this AD, comply with (c) within the next 10 hours' time in service unless already accomplished within the last 240 hours' time in service, and thereafter at intervals not to exceed 250 hours' time in service from the last inspectionuntil modified in accordance with (d). (c) Remove the clevis bolt, AN-24-14, from the center hole of the elevator cable link assembly, P/N 81352-15, at the lower end of the control column and inspect it for wear. Replace any clevis bolt that is worn where it contacts the link assembly with a new clevis bolt, AN-24-14. (d) Replace link assemblies, P/N 81352-15, and spacer, P/N 61402-5, shown on Piper Drawing No. 64374, Revision B, with link assembly, P/N 64748, and bushing, P/N 64749, in accordance with Piper Service Letter No. 455 or an equivalent approved by the Chief, Engineering and Manufacturing Branch, FAA Southern Region. This directive effective July 18, 1965.
2008-23-13: We are adopting a new airworthiness directive (AD) for certain Hawker Beechcraft Corporation (HBC) Model 390 airplanes. This AD requires you to remove the current preformed packing, elbow fitting, and jam nut from the left and right hydraulic pump pressure output port and replace with new parts. This AD also requires you to install a hydraulic pump case drain check valve. This AD results from nine occurrences of hydraulic fluid leaking from the engine hydraulic pump output fitting as a result of an improperly installed elbow connecting the output port to the pulse dampener hose. We are issuing this AD to prevent hydraulic fluid leaks from the left and right hydraulic fluid pump and to prevent the flow of hydraulic fluid into the engine compartment. The loss of hydraulic fluid can result in loss of airplane hydraulic system pressure and the consequent loss of hydraulic system functions including gear extension/retraction, spoiler functions, and anti-skid braking system actuation. The inability of the hydraulic installation to isolate flow of hydraulic fluid could result in a hazardous amount of flammable fluid in the corresponding engine compartment. These conditions, if not corrected, could result in loss of system functions and/or fire in the engine compartment.
94-08-11: This amendment adopts a new airworthiness directive (AD), applicable to certain Jetstream Model ATP airplanes, that requires replacement of certain circuit breakers on the left- and right-hand AC generator panel assemblies with new circuit breakers. This amendment is prompted by reports of failures due to localized overheating of the electric power circuit for the air conditioning recirculation fan in the environmental control system (ECS). The actions specified by this AD are intended to prevent the recirculation fan circuit from overheating, which could lead to smoke and/or flame in the fuselage.
65-09-02: 65-09-02 DOUGLAS: Amdt. 39-56 Part 39 Federal Register April 21, 1965. Applies to Model DC-6 Series Aircraft. \n\n\tCompliance required as indicated. \n\n\tDue to the failure of a main gear torque link, P/N 8065-46, the wheels and axle of the main gear rotated 180 degrees. To correct this condition, accomplish the following on torque links, Douglas P/N 8065-46, which have not been reworked in accordance with Douglas Service Engineering Letters C1-78-133/DJW dated January 28, 1964, C1-78-977/DJW dated June 22, 1964, or C1-78-1311/DJW dated August 11, 1964, and attached service sketches: \n\n\t(a)\tWithin 600 hours' time in service after the effective date of this AD for torque links which have been installed on aircraft for 20,000 or more hours' time in service on the effective date of this AD, and prior to the accumulation of 20,600 hours' time in service for torque links which have been installed on aircraft for less than 20,000 hours' time in service on the effective date of this AD - \n\n\t\t(1)\tInspect for cracks in the area of the vertical webs adjacent to the trunnion holes, using a 10-power glass or an equivalent method approved by the Aircraft Engineering Division, FAA Western Region. \n\n\t\t(2)\tTorque links with cracks greater than 0.170 inch in depth shall be replaced before further flight with torque links reworked in accordance with Douglas Service Engineering Letters C1-78-133/DJW dated January 28, 1964, C1-78-977/DJW dated June 22, 1964, or C1-78-1311/DJW dated August 11, 1964. \n\n\t\t(3)\tTorque links with cracks 0.170 inch in depth or less shall be: \n\n\t\t(i)\tReworked before further flight in accordance with Douglas Service Engineering Letter C1-78-1311/DJW dated August 11, 1964, and Douglas Service Sketch No. 608-A attached thereto, or an equivalent method approved by the Aircraft Engineering Division, FAA Western Region; or \n\n\t\t(ii)\tReplaced before further flight with torque links reworked in accordance with Douglas Service Engineering Letters C1-78-133/DJW dated January 28, 1964, C1-78-977/DJW dated June 22, 1964, or C1-78-1311/DJW dated August 11, 1964. \n\n\t\t(4)\tIf no cracks are found, repeat the inspection described in subparagraph (1) at intervals not to exceed 600 hours' time in Service from the last inspection. \n\n\t(b)\tThe repetitive inspections required by (a)(4) may be discontinued on torque links reworked in accordance with (a)(3). \n\n\t(c)\tOperators who have not kept records of hours' time in service on individual torque links shall substitute airplane hours' time in service in lieu thereof. \n\n\t(d)\tUpon 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. \n\n\t(Douglas Service Engineering Letter C1-78-1311/DJW dated August 11, 1964, and Service Sketch No. 608-A attached thereto, cover this same subject.) \n\n\tThis directive effective May 21, 1965.
2008-23-04: 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 affecting only RB211 Trent 500 series turbofan engines that have not incorporated Rolls-Royce plc (RR) Service Bulletin (SB) No. RB.211-72-D733, dated August 21, 2002, or Revision 1 of that SB, dated March 6, 2008, as follows: The intermediate-pressure (IP) turbine blade shrouds of the RB211 Trent 500 series engines feature closure welds (dust caps). Development engine testing has revealed the potential for dust caps to crack, lift and release. The latter may potentially allow hot annulus gas to be ingested down the core passages of IP turbine blades. Radial inflow of annulus gas into the IP disc rim region could cause local heating of the disc firtree, resulting in creep of the disc material. Failure of the disc rim in creep could simultaneously release two blades and a disc post. Failure to this extent could be beyond the containment capabilities of the casing. Consequently, release of the dust caps would constitute a potentially unsafe condition. This AD requires actions that are intended to address the unsafe condition described in the MCAI, which could result in uncontained release of IP turbine blades and disc posts, resulting in damage to the airplane.
66-01-02: 66-01-02 GRUMMAN: Amdt. 39-174 Part 39 Federal Register December 28, 1965. Applies to Model G-164 Series Airplanes Equipped with J-5404/MA96K, SR-5404R/MA96K or SR-5404/MA96K Propellers on Continental W-670 (R-670) Series, Gulf Coast W-670-240, and Jacobs R-755 and L-4M Series Engines. Compliance required within 25 hours' time in service after the effective date of this AD, unless already accomplished. To prevent further instances of loose propeller hubs, accomplish the following: (a) Remove propeller and check for matched sets of cone and spacer. The AN 5008- 20 rear cone (0.969 inch) must be used with the AN 5010-20 spacer (1.00 inch) and a No. 525-B rear cone (0.875 inch) must be mated with a No. 30091 spacer (1.105 inch). The overall average length of these sets must be 1.969 inch and l.980 inch respectively. An exception to these requirements is the Gulf Coast W-670-240 engine modified after 3/10/64 wherein the spacer has been omitted from the propeller installationdue to the 1-inch shorter propeller shaft. (b) Determine that the propeller nut does not bottom on the crankshaft threads by comparing the number of total turns with propeller removed to the number of turns with propeller installed and properly torqued. To correctly seat the propeller hub on the crankshaft there should be at least one full turn less with the propeller installed. If a proper fit cannot be obtained, new matched sets must be installed. If this procedure indicates the need for a spacer on the Gulf Coast W-670-240 installation, install Grumman spacer P/N A1600-99 (1/8 inch long). (Grumman Service Bulletin No. 32 dated September 9, 1965, and Service Bulletin No. 32A dated October 21, 1965, cover this same subject.) This directive effective December 28, 1965.
65-05-02: 65-05-02 DOUGLAS: Amdt. 39-39 Part 39 Federal Register February 25, 1965. Applies to Model DC-8 Series Aircraft Equipped with the Standard Wing Leading Edge Configuration, Except Aircraft with Serial Numbers 45687 to 45690 inclusive. \n\n\tCompliance required as indicated. \n\n\tAs a result of failures of the upper outboard spar cap structure of the inboard pylons, accomplish the following: \n\n\t(a)\tWithin the next 350 hours' time in service unless already accomplished, within the last 650 hours' time in service, inspect in accordance with (b) all inboard pylons having 8,000 or more hours' time in service as of the effective date of this AD. Prior to the accumulation of 8,350 hours' time in service unless already accomplished within the last 1,000 hours' time in service prior to the effective date of this AD, inspect in accordance with (b) all inboard pylons having less than 8,000 hours' time in service as of the effective date of this AD. \n\n\t(b)\tGain access to the area to be inspected by removing outboard access door numbers 213 and 314. Inspect the outboard spar cap, P/N 5640144-1, of No. 2 inboard pylon and the outboard spar cap, P/N 5640144-2, of No. 3 pylon for evidence of cracks in the area of Stations Yip = 225.000 to Yip = 233.000. Use close visual or dye penetrant inspection methods. \n\n\t(c)\tIf cracks are found, rework in accordance with paragraph 2 of Douglas Service Bulletin No. 54-34, Reissue No. 1, dated July 6, 1964, or an equivalent method approved by the Chief, Aircraft Engineering Division, FAA Western Region, before further flight. \n\n\t(d)\tIf no cracks are found, reinspect parts as outlined in (b) at periods not to exceed 1,000 hours' time in service from the last inspection until reworked in accordance with paragraph 2 of Douglas Service Bulletin No. 54-34, Reissue No. 1, dated July 6, 1964, or an equivalent method approved by the Chief, Aircraft Engineering Division, FAA Western Region. The repetitive inspection may be discontinued onall parts reworked in accordance with (c) or (d). \n\n\t(e)\tUpon 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. \n\n\t(Douglas DC-8 Service Bulletin No. 54-34, Reissue No. 1, dated July 6, 1964, covers this same subject.) \n\n\tThis directive effective March 26, 1965.
2008-22-06: We are adopting a new airworthiness directive (AD) for certain Boeing Model 767-200 and -300 series airplanes. This AD requires replacing the wire segments of the four Fuel Quantity Indicating System (FQIS) wire bundles with new, improved wire segments. This AD results from operator inspections of the FQIS wire bundles that revealed corrosion at the connections between the ground wire and shield of each of the four FQIS wire bundles. We are issuing this AD to prevent this corrosion, which could reduce system protection of the lightning shield and result in loss of the electrical grounding between the lightning shield and the airplane structure. This condition, in combination with flammable fuel vapors, could result in fuel tank explosions and consequent loss of the airplane.
48-50-04: 48-50-04 CONVAIR: Applies to All Model 240 Aircraft. Compliance required by May 1, 1949. 1. Install steel nose gear upper centering cam, Bendix P/N 157627 in lieu of bronze cam. 2. Install main nose landing gear shock strut bearing and packing nut lock pins, in six places, Bendix P/N 54201 in lieu of lock rings. 3. Rework nose gear steering mechanism. 4. Install nose gear centering guides in nose wheel well. (Consolidated-Vultee Aircraft Corp. Service Bulletin Nos. 240-104A, -161, -162A, -167, and -201; CVAC Service Information Letter No. 310, and Bendix Service Bulletin No. L. G. 504, also cover these same subjects.)
47-20-06: 47-20-06 ERCO: (Was Mandatory Note 14 of AD-718-6.) Applies Only to 415-C, -CD and -D Aircraft Serial Numbers 113-3784, Inclusive, Except the Following Which Have New Design Incorporated: 3719, 3720, 3723, 3724, 3726, 3729, 3732, 3735, 3738, 3741, 3742, 3744, 3745, 3747, 3750, 3753, 3756, 3759, 3762, 3764, 3765, 3767, 3768, 3771, 3774, 3777, 3780, 3783. Compliance required not later than next 100-hour inspection unless visual inspection indicated immediate repair is required. Flexing of the lower aileron skin has resulted in fatigue cracks in the beam in the balance weight area. Inspect the beam and lower aileron skin carefully for cracks and drill relief holes at the ends of all cracks. Then add reinforcement plates (Erco P/N 415-16039-5 and -6) to the front face of the aileron beam and lower surface of the lower aileron skin, respectively, following the procedure outlined in Ercoupe Service Department Bulletin No. 20. (Blind, Type A, AN 450-4-10 may be used in lieu of DupontExplosive DR134A-8 and DR134A-10 rivets, respectively.) Use new longer AN 526C632-7 truss head screws to reinstall the balance weight. Check the aileron rigging and the aileron bellcrank pushrod for freedom from binding in the rod end under full aileron travel before again placing the airplane in operation. (Ercoupe Service Department Bulletin No. 20 dated February 17, 1947, covers this subject in greater detail.)
2008-22-08: We are adopting a new airworthiness directive (AD) for certain Boeing Model 757-200 and 757-300 series airplanes. This AD requires installing a bonding jumper between a ground and the clamp on the tube of the forward and aft gray water composite drain masts. For certain airplanes, this AD requires inspecting existing aft bonding jumper assemblies that might be too short, repair if necessary, and replacing the bonding jumper assembly with a new, longer bonding jumper assembly if necessary. This AD results from a report of charred insulation blankets and burned wires around the forward gray water composite drain mast found during an inspection of the forward cargo compartment on a Model 767-300F airplane. We are issuing this AD to prevent a fire near a composite drain mast and possible disruption of the electrical power system due to a lightning strike on a composite drain mast, which could result in the loss of several functions essential for safe flight.
47-43-02: 47-43-02 CESSNA: (Was Mandatory Note 13 of AD-768-5.) Applies to 120 and 140 Aircraft Serial Numbers 8001 to 8480, Inclusive. Compliance required prior to January 1, 1948. To eliminate the possibility of confusion in the operation of the fuel selector valve, remove the embossed pointer from the selector valve handle and ascertain that the selector valve handle and ascertain that the selector valve handle is installed so that the handle indicates correctly the position of the selector valve as shown by the valve placard.
72-25-02: 72-25-02 ROLLS ROYCE (1971) LIMITED: Amendment 39-1567 as amended by Amendment 39-1624. Applies to Rolls Royce Continental engines that have oil pump drive gear P/N's 22354/RR or 23403/RR installed. Those engines may include Model RR C90, except S/N's 11R021 and subsequent; Model RR O-200 engines, except S/N's 23R590 through 23R600 and 23R638 and subsequent and Model RR O-300 engines, except S/N's 31R162 and subsequent. Compliance required as indicated. To prevent the loss of oil pressure due to excessive wear of oil pump drive gear P/N's 22354/RR or 23403/RR accomplish the following: (a) Within the next 25 hours' time in service after the effective date of this AD, unless already accomplished within the last 25 hours' time in service before the effective date of this AD, and thereafter at the intervals specified in paragraph (b), determine the amount of back lash (angular movement) in the oil pump drive gear in accordance with Rolls Royce Service Bulletin No. T-200, dated November 26, 1971, or an FAA-approved equivalent. (b) If the amount of back lash (angular movement) determined in accordance with paragraph (a) during an inspection required by paragraph (a) or this paragraph is - (1) Six degrees or less, continue to inspect in accordance with paragraph (a) at intervals not to exceed 300 hours' time in service since the last inspection; (2) More than 6 degrees but not more than 10 degrees, continue to inspect in accordance with paragraph (a) at intervals not to exceed 100 hours' time in service since the last inspection; (3) More than 10 degrees but not more than 14 degrees, continue to inspect in accordance with paragraph (a) at intervals not to exceed 25 hours' time in service since the last inspection; (4) More than 14 degrees, before further flight, replace oil pump drive gear P/N's 22354/RR or 23403/RR, as applicable, with - (i) An improved oil pump drive gear as specified in Rolls Royce Service Bulletin No. T-200, dated November 26, 1971, or an FAA-approved equivalent; or (ii) An oil pump drive gear of the same part number with 14 degrees or less of back lash (angular movement), determined in accordance with paragraph (a), and continue to comply with paragraph (b), as applicable. (c) The repetitive inspections required by subparagraphs (b)(1), (b)(2), (b)(3), and (b)(4)(ii) may be discontinued when oil pump drive gear P/N's 22354/RR or 23403/RR are replaced with improved oil pump drive gear as specified in Rolls Royce Service Bulletin No. T-200, dated November 26, 1971, or an FAA-approved equivalent. NOTE: Copies of Rolls Royce Service Bulletin No. T-200, dated November 26, 1971, may be obtained by request to the following address: Teledyne Continental Motors Attention: Circulation Department P.O. Box 90 Mobile, Alabama 36601 Amendment 39-1567 became effective December 4, 1972. This amendment 39-1624 becomes effective April 23, 1973.