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71-21-03: 71-21-03 SIKORSKY: Amdt. 39-1303. Applies to all S-61 Type Helicopters certified in all categories. Compliance required as indicated. To prevent a hardover in the auxiliary servo system, as the result of fracture of the servo valve input linkage, accomplish the following: a. Within the next 50 hours' time in service after the effective date of this AD, unless already accomplished, install a secondary link in the servo valve input linkage in accordance with Section 2, paragraphs A., B., C., and G., of Sikorsky Service Bulletin No. 61B65-6A, dated 1 July 1971, or later approved revisions or an equivalent installation, both approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. b. Install secondary links per paragraph (a) on all spare units, prior to installation on the aircraft. This amendment is effective October 7, 1971.
46-13-03: 46-13-03 LOCKHEED: (Was Mandatory Note 6 of AD-723-2.) Applies to Model 18 Aircraft. Compliance required before next 10 hours of operation. The oil tanks should be examined to determine whether or not they are of the hopper type, and appropriate action in one of the following manners must be taken: 1. If a hopper type oil tank is installed and is to be retained in accordance with Note 14(b) of Aircraft Specification A-723-4 (for use with oil dilution), the following action must be taken (applies only to Serial Numbers 2294 and up): (a) Install a propeller feathering reserve oil tank (P/N 174399) forward of the firewall. (Lockheed Service Bulletin No. 18/SB-115 dated April 18, 1945, covers this same subject.) (b) Rework the hopper assembly to provide better support at the sump by installing a new support assembly (P/N 174321). At each engine change, remove plate and elbow on bottom of sump housing (P/N 114690) and inspect hopper with a light and mirror. (Lockheed Service Bulletin No. 18-99 dated September 29, 1943, covers this same subject.) 2. If the hopper type oil tank is to be removed, the following action must be taken (applies only to Serial Numbers 2294 and up, except Serial Numbers 2359, 2403, 2464, and 2465): Remove the hopper type oil tank and propeller feathering lines and replace with a conventional type tank (P/N 73662), fitted with a standpipe to provide a reservoir of oil for propeller feathering, and install a separate feathering line from the oil tank to the feathering pump. (Lockheed Service Bulletin No. 18-100 dated March 3, 1944, covers this same subject.) 3. On airplanes which have conventional oil tanks other than P/N 73662, the standpipe at the outlet in each tank must be revised in one of the following manners, whichever is applicable. (Applies to all Series 18 airplanes, except Models 18-07 and 18-40, with Serial Numbers 2293 and below, 2359, 2403, 2464, and 2465.) (a) If the tanks are equipped with the standard 3 31/32-inch long standpipes (P/N 164101), the standpipe in each tank should be removed and a new 4 15/16-inch standpipe (P/N 16401, change D) installed. b) If the tanks are equipped with oil stick gage foam guards, the existing standpipe in each tank should be cut off near the bottom of the tank, the foam guard cut off approximately 5.38 inches from the bottom surface of the oil tank outlet connection boss, and a new standpipe assembly (P/N 173806) installed. (Lockheed Service Bulletin No. 18-105 dated October 19, 1943, covers this same subject.)
2006-24-11: The FAA is adopting a new airworthiness directive (AD) for certain Raytheon Aircraft Company (RAC) Models 1900, 1900C, and 1900D airplanes. This AD requires you to repetitively inspect the forward, vertical, and aft flanges of both the left and right wing rear spar lower caps for cracks, repair any cracks found, and report the inspection results to RAC. This AD results from additional fatigue cracks found in this area since inspections were performed to comply with Emergency AD 2006-18-51, which required immediate visual inspections of this area. We are issuing this AD for the purpose of performing a more rigorous inspection requiring cleaning and paint stripping of this section of the wing rear spar to detect and correct cracking in the wing spar lower caps of the affected airplanes before the cracks lead to failure. These wing rear spar cracks may result in wing failure which could result in the wing separating from the airplane with consequent loss of control.
69-01-04: 69-01-04 PRATT & WHITNEY: Amdt. 39-843. Applies to Pratt & Whitney Aircraft JT3D-1, JT3D-1- MC6, JT3D-1-MC7, JT3D-3, JT3D-3B and JT3D-7 Turbofan engines installed in Boeing Type 707 and 720 aircraft. (a) To detect cracked No. 6 bearing oil tube assemblies, P/N 415907, 415908, 432000 or 432004, visually inspect daily the No. 6 bearing area, and visible portions of the 4th stage turbine rotor disc, and the bottom strut of the turbine exhaust strut assembly. Any oil wetness noted in these areas will require immediate inspection of the No. 6 bearing oil tube assemblies for possible cracks. If any cracks are found, the cracked tube assembly must be replaced prior to further flight except that the airplane may be flown in accordance with FAR 21.197 to a base where replacement parts are available. (b) Replacement tubes of like part numbers as noted in paragraph (a) above shall continue to be inspected in accordance with this AD. (c) Within 8000 hours' time in service after the effective date of this airworthiness directive, unless otherwise accomplished, replace all No. 6 bearing oil tube assemblies, P/N 415907, 415908, 432000, or 432004 with increased durability No. 6 bearing oil tube assemblies and support brackets as identified in Pratt & Whitney Aircraft Turbojet Engine Service Bulletin No. 2081 Revision No. 2 or later revision, approved by the Chief, Engineering and Manufacturing Branch, Eastern Region. (d) This AD does not apply to engines incorporating increased durability No. 6 bearing oil tube assemblies and support brackets as identified in Pratt & Whitney Aircraft turbojet engine Service Bulletin No. 2081. (e) Upon submission of substantiating data through an FAA Maintenance Inspector, the Chief, Engineering and Manufacturing Branch, FAA Eastern Region may adjust the repetitive inspection specified in this AD. Effective January 17, 1969. Revised October 15, 1969.
70-16-08: 70-16-08 DOWTY ROTOL, LIMITED: Amendment 39-1060. Applies to propeller types (c) R.175/4-30-4/13E, incorporating operating pins with part numbers RA.44996, RA.44996/1, or RA.44996/2, installed in but not necessarily limited to Fairchild Hiller F-27 and F-27B airplanes; (c) R.193/4-30-4/50, incorporating operating pins with part number RA.57505, installed in but not necessarily limited to Fokker F.27 Mark 400 and 600, and Fairchild Hiller F- 27A, F-27F, F-27G, F-27J, and FH-227 airplanes; , incorporating operating pins with part numbers RA.66033 or 601023087 installed on Nihon YS.11 and YS.11A airplanes. Compliance is required as indicated. To detect cracks in the fillet radius of the propeller operating pins at the junction between the pin diameter and flange, accomplish the following: (a) For propeller types (c) R.175/4-30-4/13E and (c) R.193/4-30-4/50, at the next propeller overhaul or upon the accumulation of a total time in service of 5,000 hours since new or lastoverhaul, whichever occurs first, inspect the propeller operating pins for cracks in accordance with paragraph (c). If no cracks are found, this inspection must be repeated at each propeller overhaul or at intervals not to exceed 5,000 hours' time in service since the last inspection, whichever occurs first. (b) For propeller type (c) R.209/4-40-4.5/2, at the next propeller overhaul or upon the accumulation of a total time in service of 4,000 hours since new or last overhaul, whichever occurs first, inspect the propeller operating pins for cracks in accordance with paragraph (c). If no cracks are found, this inspection must be repeated at each propeller overhaul or at intervals not to exceed 4,000 hours' time in service since the last inspection, whichever occurs first. (c) Inspect the propeller operating pins for cracks in accordance with Dowty Rotol, Limited Service Bulletin No. 61-711, Revision 2, dated February 11, 1970, or later ARB- approved issue or an FAA-approved equivalent. (d) If a crack is found in any operating pin during the inspections required by paragraph (a) or (b), the following must be accomplished: (1) Remove all four operating pins and replace each of them with new serviceable operating pins, or with serviceable operating pins which have been inspected in accordance with paragraph (c) and which have not previously formed part of a set containing a cracked operating pin, prior to returning the propeller to service. In either case, the replacement pins must be pins that are approved for the particular type propeller. (2) Re-inspect all other propellers of the same type in the operator's fleet in accordance with paragraph (c) as follows: (i) For propeller types (c) R.175/4-30-4/13E and (c) R.193/4-30- 4/50, within the next 600 hours' time in service from the date of the inspection during which the cracks were found (for propellers with 1,400 or more hours' time in service since new or the last overhaul), or beforethe accumulation of 2,000 hours' time in service since new or the last overhaul (for propellers with less than 1,400 hours' time in service since new or the last overhaul), and thereafter at intervals not to exceed 2,000 hours' time in service since the last inspection. (ii) For propeller type (c) R.209/4-40-4.5/2, within the next 400 hours' time in service from the date of the inspection during which the cracks were found (for propellers with 600 or more hours' time in service since new or the last overhaul), or before the accumulation of 1,000 hours' time in service since new or the last overhaul (for propellers with less than 600 hours' time in service since new or the last overhaul), and thereafter at intervals not to exceed 1,000 hours' time in service since the last inspection. This amendment becomes effective September 5, 1970.
47-32-10: 47-32-10 BELL: (Was Mandatory Note 10 of AD-1H-1.) Applies to Models 47B and 47B3 Helicopters. Compliance required at the next 50-hour transmission teardown inspection. Replace the main rotor mast assembly with mast assembly, 47-130-100-2. (Bell Service Bulletin 47C24, dated June 26, 1947, also covers this same subject.)
2006-23-15: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 757 airplanes. This AD requires installing a control wheel damper assembly at the first officer's drum bracket assembly and aileron quadrant beneath the flight deck floor in section 41; doing a functional test and adjustment of the new installation; and doing related investigative/corrective actions if necessary. For certain airplanes, this AD also requires doing an additional adjustment test of the re-located control wheel position sensor, and an operational test of the flight data recorder and the digital flight data acquisition unit. This AD also requires installing vortex generators (vortilons) on the leading edge of the outboard main flap on certain airplanes. This AD results from several reports that flightcrews experienced unintended roll oscillations during final approach, just before landing. We are issuing this AD to prevent unintended roll oscillations near touchdown, which could resultin loss of directional control of the airplane, and consequent airplane damage and/or injury to flightcrew and passengers.
70-13-01: 70-13-01 BRITISH AIRCRAFT CORPORATION: Amdt. 39-1012. Applies to Models BAC 1-11 200 and 400 series airplanes having razor socket supply transformer P/N RD.10590 installed. To prevent overheating of the razor socket supply transformer when a non-compatible electrical appliance is connected into a razor socket, within the next 1500 hours' time in service after the effective date of this AD, unless already accomplished, accomplish either of the following: (a) De-activate the razor sockets by disconnecting, insulating, and tying back the socket supply cable from the appropriate circuit breaker and fitting a locking clamp to the circuit breaker knob; or (b) Modify the razor socket circuit to provide a 1/4 ampere fuse in the positive line of the rectified output of the transformer in accordance with British Aircraft Corporation Model BAC 1-11 Service Bulletin No. 25-PM4458 dated February 9, 1970, or a later ARB-approved issue, or an FAA-approved equivalent. (British Aircraft Corporation Model BAC 1-11 Service Bulletin No. 25-A-PM4458 refers to this subject.) This amendment becomes effective July 13, 1970.
48-08-03: 48-08-03 NAVION: Applies to Serial Numbers NAV-4-2 Through NAV-4-1110. To be accomplished as soon as possible but not later than April 1, 1948. To insure full opening of the fuel shutoff valve when the control knob is pushed to the full "ON" position, conduct the following inspection: Determine that the fuel shutoff valve flexible control is adequately supported along its length from the instrument panel to the shutoff valve to prevent buckling of the flexible control when it is moved to the "ON" position while valve motion is restrained by the fingers to simulate moderate valve friction. One additional support clip must be added adjacent to the present support clip at the valve end of the flexible control to prevent rotation of the present clip and resultant misalinement of the flexible control if the clip attaching screw should become loose. Other additional support clips along the flexible control may be necessary. Also determine that the control is properly rigged with respect to valve detents and that excess wire has been cut from the valve end of the control wire to prevent snagging of the end of the wire in the upholstery.
2006-23-08: 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: "Over a period of time, the alteration of one electronic control unit (ECU) electronic component can cause a rapid uncontrolled power increase. Several occurrences have already been reported during engine start or during engine warm-up." The event can also occur in flight which can result in loss of control of the airplane. This AD requires actions that are intended to address the unsafe condition described in the MCAI.