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63-12-02: 63-12-02 PIPER: Amdt. 572 Part 507 Federal Register June 7, 1963. Applies to Model PA-23 Aircraft Serial Numbers 23-1 Through 23-1284, and 23-1286. Compliance required as indicated. Due to cracks being found in the P/N 17058-3 elevator butt rib and the P/N 17058-20 elevator butt rib doubler plate, which parts are incorporated in the P/N 17058-00 elevator assembly originally installed on the above serial numbered aircraft, the following shall be accomplished: (a) Within the next 50 hours' time in service after the effective date of this AD, unless already accomplished within the last 50 hours' time in service, and within every 100 hours' time in service thereafter visually inspect for cracks, elevator butt rib, P/N 17058-3 and elevator butt rib plate, P/N 17058-20 on the P/N 17058-00 elevator assembly. Replace cracked parts before further flight. (b) After P/N 19446 elevator assembly is installed, the inspection specified in (a) is no longer required. (c) Parts shall be assembled and installed to obtain proper alinement and to prevent distortion and over-torquing of the attachment bolts. (Piper Service Bulletin No. 146B, dated October 25, 1962, pertains to this same subject.) This directive effective June 7, 1963.
60-01-07: 60-01-07 PIPER: Amdt. 77 Part 507 Federal Register January 15, 1960. Applies to All Models PA-12, PA-14, PA-20, PA-22, PA-22 "135", PA-22 "150" and PA-22 "160" Series Aircraft. Compliance required not later than January 30, 1960, and at each 100 hours' time in service thereafter, except Model PA-22 compliance required within the next 100 hours' time in service after the effective date of this amendment, and at each 100 hours' time in service thereafter. A number of failures of a tail brace wire, P/N 10074-2 or P/N 10074-3 have occurred. In order to prevent the possibility of a catastrophic accident in the event one of these wires should fail, the following inspection shall be accomplished: (a) Clean the tail brace wires and inspect for cracks, nicks, manufacturing flaws, and tool marks with a 10-power magnifying glass, paying particular attention to the leading and trailing edges. The wires may remain on the airplane for this inspection. (b) Should cracks or nicks be found, it shall be acceptable to sand the affected area with No. 500 sandpaper or equivalent, to remove the cracks or nicks. Sanding shall not reduce the width of the wire by more than the 0.015 inch (1/64th). After the sanding operation the wires shall be painted to preclude corrosion of the sanded area. Any wire containing a crack or nick which cannot be removed by sanding within the specified limits shall be replaced. (The defective wires should be destroyed or permanently marked to prevent inadvertent reuse.) (c) If the streamline tail brace wires, P/N 10074-2 and P/N 10074-3 are replaced by round tail brace wires, P/N 10555-2 and P/N 10556-2, respectively, the 100 hours' time in service repetitive inspections specified herein are no longer required. Attach the round tail brace wires using the following parts: (1) Fuselage tie rod attachment: AN 3-5A bolt, MS 20365-1032C nut. (2) Stabilizer toe rod attachment: AN 3-15A bolt, Piper P/N 82732-72bushings, AN 960-10 washer, MS 20363-1032C nut. (3) Fin tie rod attachments: AN 4-15A bolt, Piper P/N 40131 radius washers, MS 20365-428C nut. (Piper Service Bulletin No. 183 dated November 9, 1959 and Piper Service Letter No. 400 dated March 20, 1963, covers this subject.) Revised September 30, 1960. Revised May 29, 1963.
2018-09-01: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 737-100, -200, -200C, -300, -400, and -500 series airplanes. This AD was prompted by reports of cracks found in the main landing gear (MLG) beam forward support fitting. This AD requires repetitive inspections for cracking of the MLG beam forward support fitting, and applicable on-condition actions. We are issuing this AD to address the unsafe condition on these products.
63-07-02: 63-07-02 MACCHI: Amdt. 548 Part 507 Federal Register April 2, 1963. Applies to All Models AL-60 (formerly LASA 60) and AL-60B Aircraft. Compliance required as indicated. As a result of several cases of engine exhaust manifold failures, accomplish the following within the next 25 hours' time in service after the effective date of this AD, and thereafter within every 25 hours time in service from the last inspection. (a) Inspect the turbo inlet assembly manifold P/N 629-250 for cracks in the weld area between the two exhaust pipes. (b) If cracks are found, replace or repair the part before further flight. Repair by arc welding a stainless steel plate reinforcement over the area in accordance with Aeronautical Macchi Service Bulletin No. 1, or FAA approved equivalent repair. This directive effective May 2, 1963.
63-06-02: 63-06-02 BELLANCA: Amdt. 543 Part 507 Federal Register March 19, 1963. Applies to Bellanca 14-13 Series and Downer 14-19 and 14-19-2 Aircraft. Compliance required as indicated. As a result of instances of elongation of the control cable attachment bolt hole in the rudder bellcrank, P/N 9817, accomplish the following: (a) Within the next 25 hours' time in service after the effective date of this AD, unless accomplished within the last 75 hours' time in service, and thereafter within 100 hours' time in service from the last inspection, remove the left and right rudder bellcranks, P/N 9817, located at the left and right ends of the rudder torque tube. (This may be accomplished by working from inside the cabin and through the inspection hole in the bottom cabin cowl.) Inspect the control cable attachment bolt hole in the rudder bellcrank. (b) If the bolt hole is elongated beyond maximum diameter of 0.210 inch, replace the rudder bellcrank with a new rudder bellcrank of the same part number (P/N 9817), or P/N 9817 modified in accordance with Downer EAI No. 93021, or FAA approved equivalent prior to further flight. NOTE: Modified replacement parts for the Models 14-13, 14-19 and 14-19-2, Serial Numbers 4001 through 4088, are stamped "9817-DEAI-93021". Modified replacement parts for the Model 14-19-2, Serial Numbers 4089 through 4105, are stamped "9817-E EAI 93021". Parts numbered 9817-E are made of steel and may be modified in accordance with Downer EAI-93021 or an FAA approved equivalent. (c) The 100 hour repetitive inspections of the bellcrank hole which are required by (a) may be discontinued when rudder bellcrank P/N 9817 modified in accordance with Downer EAI No. 93021 or FAA approved equivalent is installed. This supersedes AD 62-19-01. This directive effective March 19, 1963.
65-21-02: 65-21-02\tBOEING: Amdt. 39-130 Part 39 Federal Register September 2, 1965. Applies to Models 707B, 707C, and 720B Series Airplanes.\n \n\tCompliance required within the next 1,200 hours' time in service after the effective date of this AD unless already accomplished. \n\n\tThe forward thrust reverser indicating light switch striker bracket may be distorted by reverser actuation impact loads resulting in false indications of reverser operation. To correct this condition, accomplish the following:\n\n\t(a)\tReplace existing sheet metal striker brackets, P/N 66-14396-1, with cast striker bracket, P/N 69-31381-1 or equivalent in accordance with Boeing Service Bulletin 2039 dated December 21, 1964 or later FAA-approved revision. \n\n\t(b)\tApproval of any equivalent means shall be processed through the Aircraft Engineering Division, FAA Western Region, Los Angeles, California. \n\n\tNOTE. - Western Airlines EA 720-20165, dated September 6, 1964, is an equivalent that has been approved by the Aircraft Engineering Division, FAA Western Region. \n\n\tThis directive effective October 2, 1965.
2018-08-02: We are adopting a new airworthiness directive (AD) for all Rolls-Royce plc (RR) Trent 1000-A2, Trent 1000-AE2, Trent 1000-C2, Trent 1000-CE2, Trent 1000-D2, Trent 1000-E2, Trent 1000-G2, Trent 1000-H2, Trent 1000-J2, Trent 1000-K2, and Trent 1000-L2 turbofan engines. This AD requires initial and repetitive inspections of the intermediate-pressure compressor (IPC) stage 1 rotor blades, IPC stage 2 rotor blades, and IPC shaft stage 2 dovetail posts, and removing any cracked parts from service. This AD was prompted by IPC blade separations resulting in engine failures. We are issuing this AD to address the unsafe condition on these products.
63-05-03: 63-05-03 SNOW: Amdt. 541 Part 507 Federal Register March 2, 1963. Applies to Model S-2 Aircraft Serial Numbers 1003 Through 1162. Compliance required as indicated. (a) Within 10 hours' time in service after the effective date of this AD, inspect the wing main spar upper and lower spar web flange for cracks in the vicinity of the wing-fuselage attach points (approximately wing Station 19), using at least a 10-power glass. (b) If cracks are found, repair prior to further flight in accordance with Snow Service Letter No. 23 or FAA Engineering and Manufacturing Branch approved equivalent. (c) If no cracks are found, repeat the inspection specified in (a) at intervals not to exceed 25 hours' time in service from the previous inspection. (d) The repetitive inspection required by (c) may be discontinued when the modification set forth in Snow Service Letter No. 23 or an FAA Engineering and Manufacturing Branch approved equivalent is incorporated. This directive effective March 8, 1963.
47-21-23: 47-21-23 REPUBLIC: (Was Service Note 3 of AD-769-2.) Applies to Model RC-3 Aircraft with Engine Serial Numbers 23001 to 24083, Inclusive. Compliance required before the next flight and after 5 hours of operation following each installation of fan. Inspect the engine cooling fan capscrews for tightness. If tab locks are installed ascertain whether the locks are still in place. If the capscrews or the locks have loosened remove the capscrews, fan and pulley sheave. Clean and inspect parts for wear. Reassemble carefully using P/N 17778 drilled head capscrews with plain washers. Torque to 20 foot-pounds, operate engine up to 1,500 r.p.m. for 5 minutes, retorque and safety with 0.041-inch stainless steel wire. Visually inspect locking wire and capscrews after 5 hours of operation. Reassemble in this manner every time the fan is removed. Obtain the new capscrews, washers, and wire from your Seabee distributor or the engine manufacturer. (Franklin Service Bulletin No. 57 dated June 9, 1947, which supersedes Bulletin No. 50 covers this same subject.)
2005-13-26: The FAA is adopting a new airworthiness directive (AD) for certain Airbus models, as specified above. This AD requires installing safety signs on all passenger/crew doors, emergency exit doors, and cargo compartment doors. This AD is prompted by a report of injuries occurring on in-service airplanes when crewmembers forcibly initiated opening of passenger/crew doors against residual pressure causing the doors to rapidly open. We are issuing this AD to ensure that crewmembers are informed of the risks associated with forcibly opening passenger/crew, emergency exit, and cargo doors before an airplane is fully depressurized, which will prevent injury to crewmembers, and subsequent damage to the airplane caused by the rapid opening of the door.