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46-38-01: 46-38-01 GRUMMAN: (Was Mandatory Note 4 of AD-654-1.) Applies to G-21 and G- 21A Aircraft. Compliance required prior to November 1, 1946. Reroute to vacuum system tubing in the engine compartments to prevent raw fuel from lodging in the check valve, thus deteriorating the valve and possible seeping through. The flap system storage tank should be inspected and if fuel is found it should be thoroughly flushed. The check valves in the vacuum system are to be removed and inspected for wear and deterioration. Presence of fuel in the flap system storage tank is sufficient cause for the replacement of the check valves. (Grumman Service Bulletin No. 19 dated July 18, 1946, covers this same subject.)
48-06-05: 48-06-05 DOUGLAS: Applies to DC-4 and C-54 Aircraft. \n\n\tCompliance required by November 1, 1948. \n\n\tTo prevent failure of the aileron hinge eyebolts and the rudder trim tab and elevator trim tab hinges and control horns, the following changes must be made: \n\n\t1.\tOn airplanes having aileron assemblies P/N 5166075, -1, -500, -501, or -503, replace No. 3 hinge eyebolt P/N 1166013 with new eyebolt P/N 1357234. Airplanes having aileron assemblies P/N 5078609, -1, -500, -501, -502, or -503, do not require this hinge replacement. \n\n\t2.\tOn elevator and rudder trim tabs replace all hinges and control horns with new parts made of steel. \n\n\t3.\tReplace the standard AN bolts in elevator trim tab and rudder trim tab hinges and control horns with new special close tolerance high strength bolts using new AN 310 type nuts, AN 960 washers and AN 380 cotter pins. \n\n\tInspection should be accomplished in accordance with Note 51-9-2 except in the case of aircraft in which the standard AN rudder and elevator hinge bolts have not been replaced with new close tolerance high strength bolts using new AN 310 type nuts, AN 960 washers and AN 380 cotter pins. In such cases, inspection should be accomplished at intervals not to exceed 1,000 hours. \n\n\t(Douglas Service Bulletin DC-4 No. 83 covers the above rework.)
49-33-01: 49-33-01 DOUGLAS: Applies to All Model DC-6 Airplanes Equipped With Hamilton Standard Model 43D60/6851A-O Props. \n\n\tCompliance required not later than September 10, 1949. \n\n\tAs a precautionary measure against fatigue failure, Hamilton Standard Model 43D60/6851A-O propeller blades may not be operated in excess of 3,500 hours unless the taper-bores have been remachined and reshotpeened by the manufacturer. In addition, any blades of this model which have sustained damage sufficient to change their face or edge alignment shall be withdrawn from service pending final results of manufacturer's test program.
60-03-08: 60-03-08 PIPER: Amdt. 92 Part 507 Federal Register January 26, 1960. Applies to PA- 23 and PA-23 "160" Aircraft, Serial Numbers 23-1 and Up. Compliance required as indicated. As a result of several instances of fuel system cable malfunctioning and fuel valve leakage, the following inspections shall be accomplished: (a) Ascertain that fuel is contained in all fuel cells. With the master switch on, energize the electric fuel pumps. While the fuel selector and crossfeed valve levers are cycled through their positions several times, observe through appropriate access openings the main valve (P/N 18598), auxiliary valve (P/N 17920) if installed, and the crossfeed valve (P/N 492044) in the cabin control pedestal. If leakage is observed, effect repairs. (Refer also to Piper Service Manual paragraphs 9-17 and 9-18.) (b) Check rigging and clamping of control cable and rigging of valve control linkage to eliminate bowing and to insure proper valve operation.Compliance with item (a) required by March 15, 1960, and every 50 hours of time in service thereafter on aircraft Serial Numbers 23-1 through 23-1695 until improved valves (P/N 492050 main and crossfeed, and 492051 auxiliary) are installed. After the improved valves are installed, the inspection period may be increased to every 100 hours of time in service. Aircraft Serial Numbers 23-1696 and up incorporated the new valves; therefore, these aircraft having less than 100 hours of time in service on March 15, 1960, may be operated until they have 100 hours, at which time the initial inspection shall be conducted, and then shall be inspected every 100 hours thereafter. Compliance with item (b) required by March 15, 1960, and every 50 hours of time in service thereafter on aircraft Serial Numbers 23-1 through 23-289 until a more rigid control cable (P/N 18815 for main fuel system and P/N 18816 for auxiliary fuel system and idler bellcrank P/N 18782) is installed. After the new cableis installed, the inspection period may be increased to every 100 hours of time in service Aircraft Serial Numbers 23-290 and up incorporated the new cables; therefore, these aircraft having less than 100 hours of time in service on March 15, 1960, may be operated until they have 100 hours, at which time the initial inspection shall be conducted, and then shall be inspected every 100 hours thereafter. (c) Not later than 25 hours' time in service after October 19, 1960, aircraft Serial Numbers 23-1 through 23-1695 which have improved valves (P/N 492050 main and crossfeed, and P/N 492051 auxiliary) installed must be inspected to ascertain that P/N 492051 was used for auxiliary and main shutoff valves on aircraft with auxiliary fuel systems, and P/N 492050 was used for main shutoff valves on aircraft without auxiliary tanks and for all crossfeed valves in accordance with Piper Service Letter 322A and Piper Service Manual paragraphs 9-17 and 9-18. If incorrect combinations are found, valves must be installed properly prior to further flight. (The above fuel valves are also identified by Scott P/N 4240-2 for P/N 492050 valve and P/N 4240-3 for P/N 492051 valve. (Piper Service Letters Nos. 322A, and 286 cover the same subject.) Revised October 19, 1960. Revised March 21, 1961.
61-08-02: 61-08-02 RUPERT: Amendment 275 Part 507 Federal Register April 15, 1961 as amended by Amendment 39-2751. Applies to All Aircraft Equipped With Rupert Models 50, N50, 65, 80, and S-2194 Safety Belts, except those that contain Cam Clasps marked Cummings & Sander, Division of American Safety Equipment Corporation, P/N M 4090. \n\n\tCompliance required within the next 75 hours of time in service after the effective date of this AD. \n\n\tRecurring instances have been reported wherein Rupert belt assemblies have slipped under low tension loads. Accordingly, it has been determined by test the Rupert safety belt assemblies manufactured under Technical Standard Order C22 standards are deficient and must either be replaced with belt assemblies that conform to TSO-C22 standards or be reworked by accomplishing the following: \n\n\t(a) Remove all of the three bar slide length adjustors and replace them with new Rupert R-60 adjustors. Replacement adjustors will have thicknesses greater than 0.120. \n\n\t(b) Measure the distance between the crests of the outermost serrations on the tongue of the buckle. (See Figure 1.) If this distance measures 5/16 inch or less the buckle shall be reworked by replacing the tongue with one in which this distance is at least 3/8 inch. \n\n\t(Rupert Service Bulletin No. 101 covers this same subject.) \n\n\tAmendment 275 Part 507 Federal Register April 15, 1961 became effective May 16, 1961. \n\n\tThis Amendment 39-2751 becomes effective October 26, 1976.
61-06-04: 61-06-04 DOUGLAS: Amdt. 267 Part 507 Federal Register March 18, 1961. Applies to All DC-8 Series Aircraft With 1,200 or More Hours' Time in Service on Clevis, P/N 2619862, In Rudder Hydraulic System. \n\n\tCompliance required as indicated. \n\n\tAs a result of several reported instances of failed clevis, P/N 2619862, on the rudder lockout cylinder, the following must be accomplished. \n\n\t(1)\tUnless already accomplished within the last 20 hours' time in service, each clevis, P/N 2619862, in service which has not been inspected per (2) must be visually inspected for cracks prior to the next flight. The bolt attaching the clevis to the link to the gripper arm need not be removed for this inspection. "Cracked clevis must be replaced with a new clevis, P/N 2619862 or P/N 2772031 (Kit A of Douglas Service Bulletin 27-100) or FAA approved equivalent, prior to further flight." \n\n\t(2)\tUnless already accomplished within the last 140 hours' time in service, each clevis, P/N 2619862, whichremains in service following the inspection prescribed in (1) must be inspected with dye penetrant or magnetic particle method or equivalent within the next 20 hours' time in service. The bolt attaching the clevis to the link to the gripper arm must be removed for this inspection. "Cracked clevis must be replaced with a new clevis, P/N 2619862 or P/N 2772031 (Kit A of Douglas Service Bulletin 27-100) or FAA approved equivalent, prior to further flight." Clevis, P/N 2619862, retained in service must be reinspected at intervals not to exceed 160 hours' time in service. After clevis, P/N 2619862, is replaced with a redesigned clevis, P/N 2772031, inspections of replaced parts may then be made at normal inspection periods. \n\n\t(3)\tUnless already accomplished, a rudder creep rate check and necessary adjustment of the valve rod must be accomplished within the next 100 hours' time in service. "The adjustment and creep rate check is to be accomplished in accordance with Supplement No. 1dated February 27, 1961, to Douglas Alert Service Bulletin A27-100. Installation of new connecting rod assembly P/N 4772143-1 is optional (Kit B or Kit C of Douglas Service Bulletin 27-100). \n\n\t"(4)\tWithin the next 20 hours' time in service, unless already accomplished, install a placard adjacent to the rudder reversion light to read: 'WHEN LIGHT COMES ON SHUT OFF RUDDER HYDRAULIC POWER IMMEDIATELY,' or install warning placard in accordance with Kit D or Kit E of Douglas Service Bulletin 27-100. \n\n\t"(Supplement No. 1 dated February 27, 1961, to Douglas Alert Service Bulletin A27-100 and Service Bulletin 27-100 dated May 12, 1961, covers this subject.)" \n\n\tThis directive becomes effective upon publication in the Federal Register for all persons except those to whom it was made effective immediately by individual telegrams dated March 3, 1961. (Material enclosed by quotation marks effective August 4, 1961.)
94-24-07: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A320 series airplanes, that requires modification of the brake steering control unit (BSCU). This amendment is prompted by reports that the BSCU on these airplanes allowed a 90-degree rotation of the nose gear after landing, which resulted in significant damage to the wheels. The actions specified by this AD are intended to prevent failure of the nose gear tires and wheels and the loss of directional control of the airplane while it is on the ground.
95-14-03: This amendment adopts a new airworthiness directive (AD), applicable to all British Aerospace Model BAC 1-11-200 and -400 series airplanes, that requires repetitive radiographic inspections to detect corrosion of the center torque shaft of the wing spoiler, and replacement, if necessary. This amendment is prompted by a report of the wing spoiler failing to retract fully after deployment, which caused the wing to drop significantly. Subsequent investigation revealed that the torque shaft assembly of the wing spoiler had failed due to severe corrosion. The actions specified by this AD are intended to prevent such failures, which can result in an adverse effect on controllability of the airplane.
2008-16-17: We are adopting a new airworthiness directive (AD) for the PZL Swidnik S. A. (PZL) Model W-3A helicopters. This AD results from mandatory continuing airworthiness information (MCAI) issued by the European Aviation Safety Agency (EASA), which is the Technical Agent for the Member States of the European Community. The MCAI states: "In PZL W-3A helicopter S/N 37.07.05, and previously also in the PZL W-3AS model helicopters, leakage was found in the pipe 37.59.006.00.00 installed in the pressure line of hydraulic system 2, in the part between the hydraulic block and the ground hydraulic unit panel. The hydraulic system in the part between hydraulic blocks and the ground hydraulic unit panel is used only during periodical inspections, for the performance of which it is required to use the hydraulic power unit. This condition, if not corrected, could result in a fire hazard.'' The actions specified in this AD are intended to prevent this unsafe condition.
61-04-02: 61-04-02 DOUGLAS: Amdt. 250 Part 507 Federal Register February 10, 1961. Applies to All DC-6, DC-6A and DC-6B Aircraft; Fuselage Number 1 Up to and Including Fuselage Number 722, Having in Excess of 9,000 Hours' Time in Service. \n\n\tCompliance required as indicated. \n\n\tThere have been numerous cases reported of spar cap cracking on DC-6 Series aircraft. Cracking usually occurs in spar cap tangs in the area of the Station 60 attachments and progresses chordwise. In addition, service experience has shown that the temporary repair of the above service difficulties per Douglas Rework Drawing 5611387 does not have the service life originally anticipated. As a result of this service experience, the upper and lower, front and center spar caps in the area of wing Station 60, with special attention to the spar cap tangs between wing Stations 55 and 65, must be inspected for cracks as follows: \n\n\t(a)\tThe upper and lower, front and center spar caps must be inspected within the next 450 hours' time in service unless already accomplished. Aircraft inspected prior to issuance of this AD must also comply with the repetitive inspections rework and/or repairs specified in (b), (c), (d), and (e). \n\n\t(b)\tThe upper front and center spar caps on all DC-6, DC-6A, and DC-6B aircraft, Fuselage Nos. 1 through 722, must be reinspected at intervals not to exceed 1,600 hours' time in service. \n\n\t(c)\tThe lower front and center spar caps must be reinspected as follows: \n\n\t\t(1)\tModel DC-6 aircraft, Fuselage Nos. 1 through 172, which have not been reworked in accordance with DC-6 Service Bulletin Nos. 569 and 724, at intervals not to exceed 1,600 hours' time in service. \n\n\t\t(2)\tModel DC-6 aircraft, Fuselage Nos. 1 through 172, which have been reworked in accordance with DC-6 Service Bulletin Nos. 569 and 724, at intervals not to exceed 3,250 hours' time in service. \n\n\t\t(3)\tModel DC-6, DC-6A and DC-6B aircraft, Fuselage Nos. 174 through 722, at intervals not to exceed 3,250hours' time in service. \n\n\t(d)\tIf cracks are found, FAA approved permanent rework or temporary repair as recommended by the manufacturer or FAA approved equivalent is required prior to further flight except ferry flight in accordance with the provisions of CAR 1.76. Temporary repairs may be made per Douglas Rework Drawing 5611387, or FAA approved equivalent, providing crack limitations as established on this drawing have not been exceeded. \n\n\t(e)\tAircraft incorporating a temporary repair must be reinspected at intervals not to exceed 750 hours' time in service pending the accomplishment of the FAA approved manufacturer's recommended permanent rework or FAA approved equivalent. Such rework or equivalent must be accomplished within 4,200 hours' time in service after incorporating the temporary repair. \n\n\t(f)\tThe inspections required by this AD may be discontinued for any area reworked in accordance with FAA approved permanent repair instructions. \n\n\t(Douglas Alert Service Bulletin A-678 revised June 3, 1960, covers this subject.) \n\n\tThis supersedes AD 60-15-01. \n\n\tThis directive effective March 14, 1961.