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60-08-05: 60-08-05 WRIGHT: Amdt. 126 Part 507 Federal Register April 9, 1960, as amended by Amendment 39- 1210. Applies to all TC18DA and TC18EA Series Engines. Compliance required as indicated. (a) To insure that the proper PRT cooling shield to wheel lip clearance is retained, this clearance must be checked at the next regular periodic inspection after May 15, 1960, and every 100 hours time in service thereafter. The maximum service limit for this clearance is 0.080 inch with the wheel in the outermost position and must be checked at the four support bolt locations. In addition to this clearance check, the turbine wheel and turbine shaft nut must be checked for security by attempting to wobble these components by hand. Any looseness is an indication that the nut or shaft has been overheated. If this condition is found, the PRT must be removed for overhaul prior to next flight. (b) At the next overhaul of PRT components after May 15, 1960, and every such overhaul thereafter, dimensional control will be maintained such that a maximum of 0.040-inch wheel to cooling shield clearance with the wheel to cooling shield clearance with the wheel in the outermost position will not be exceeded when the components are assembled. (WAD Service Bulletins Nos. TC18-323 and TC18E-140 cover the above items.) (c) To provide an adequate supply of PRT cooling air under critical engine operating conditions, the aircraft in which these engines are operated should not be climbed at air speeds below the all engine en route climb speed as shown in the FAA approved Flight Manual. It is recognized that under certain unusual conditions, this air speed limitation cannot be adhered to and as a result, the PRT units may be subjected to overheat operation. So that appropriate precautionary measures can be taken when such operation is experienced the flight crew must record in the aircraft log whenever the aircraft is operated below the all engine en route climb speed for periodsin excess of three (3) minutes with the engines operating in high impeller gear ratio at or above alternate climb power. When such operation is reported the No. 2 PRT on each engine must be inspected per item (a) at the first stop where adequate maintenance facilities are available. (d) To further insure PRT cooling cap integrity, a cooling shield security check, with flight hood installed, must be accomplished at 50 hours after every inspection required in paragraph (a). This interval should be as close to the mid-periodic inspection point as practical. This check will be accomplished by individually attempting to move both the intermediate and outer cooling shield outlets. Any relative movement will be cause for flight hood removal and further investigation of the condition of the cooling cap and the security of the PRT wheel and shaft nut. (e) Upon submission of substantiating data through an FAA Maintenance Inspector, the Chief, Engineering and Manufacturing Branch, Eastern Region, may adjust the inspection intervals. This supersedes and cancels item (6) of AD 58-13-05. This amendment 39-1210 is effective May 19, 1971.
60-04-03: 60-04-03 LOCKHEED: Amdt. 100 Part 507 Federal Register February 9, 1960. Applies to All Model L-188 Airplanes Equipped With Lord Engine Mounts Number LM-204A-SA4. Compliance required as indicated. As a result of two incidents of front Lord engine mount fatigue failures on units of old design the following must be accomplished: (a) Inspect mounts for cracks particularly in the web and fillet areas upon next arrival at scheduled stop where maintenance facilities are available and repeat this inspection at intervals not to exceed 50 flight hours. Any mounts with cracks must be replaced immediately with LM- 204A-SA5/Lockheed P/N 632182-9. (b) Replace all LM-204A-SA4 mounts with LM-204A-SA5 mounts within 300 flight hours after first inspection required by (a) but not later than March 1, 1960. (c) All spare quick engine change units must be modified to include the new SA5 mounts prior to installation in aircraft. (Lockheed Service Bulletin No. 228 covers thissame subject.) This airworthiness directive sent by telegram to all operators of 188 aircraft on January 11, 1960.
2019-20-11: The FAA is adopting a new airworthiness directive (AD) for all ATR-GIE Avions de Transport R[eacute]gional Model ATR72 airplanes. This AD was prompted by reports of incorrectly installed main landing gear (MLG) bushings. This AD requires a one-time general visual inspection of the bushing installation on the left-hand and right-hand MLG, and replacement of incorrectly installed bushings, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
64-22-02: 64-22-02\tBOEING: Amdt. 816 Part 507 Federal Register September 24, 1964. Applies to Models 707, 720 and 727 Series Aircraft Having Fluorescent Cabin Cove Lights with Day-Ray Ballasts Type 62-37 With Serial Numbers Below 5639, or Servo Mechanism Ballast Type 562859. \n\n\tCompliance required within 50 hours' time in service after the effective date of this AD unless already accomplished. \n\n\tTo prevent overheating of the cove light ballast units, accomplish the following: \n\n\t(a)\tDeactivate all cabin fluorescent cove light systems by securing the circuit breakers for the cove light systems in the off position with a clip-on guard. \n\n\t(b)\tThe cove light systems may be reactivated upon installation of Day-Ray ballasts type 62-37, Serial Numbers 5639 and above, or Servo mechanism ballasts type 563116, or by an equivalent approved by the Aircraft Engineering Division, FAA Western Region. \n\n\tThis directive effective September 24, 1964.
79-20-01: 79-20-01 MCDONNELL DOUGLAS: Amendment 39-3575 as amended by Amendment 39-3604. Applies to McDonnell Douglas Model DC-10-10, -10F, and -40 Series airplanes certificated in all categories with more than 3,000 hours' total time in service. \n\n\tCompliance required as indicated. \n\n\tTo prevent failures of the bolts attaching the aft engine mount to the pylon bulkheads of the Number 1, 2, and 3 engines on the DC-10-10 and -10F, and the Number 1 and Number 3 engines of the DC-10-40 airplanes accomplish the following, unless already accomplished subsequent to July 19, 1979, or unless the bolts have been replaced within the last 3,000 hours' time in service: \n\n\t(a)\tBefore further flight, check the integrity of each of the four main aft mount to pylon bulkhead bolts, by applying heavy manual force using a box wrench approximately twelve inches long. \n\n\t(b)\tIf there is any movement of the nut, the bolt must be removed and replaced with a serviceable bolt of the same part number or an FAA approved equivalent bolt, before further flight. \n\n\tNOTE: Douglas Telex DC-10-COM47/HEW covers this same subject. \n\n\t(c)\tWithin 600 hours' time in service after the effective date of this AD and thereafter at intervals not to exceed 3,600 hours' time in service, inspect the four main aft mount to pylon bulkhead bolts, in accordance with the nondestructive test procedures in McDonnell Douglas DC-10 Service Bulletin 54-72 dated 27 August 1979. \n\n\t(d)\tIf there is a crack indication, before further flight, replace with a serviceable bolt of the same part number or an FAA approved equivalent bolt. \n\n\t(e)\tThese special inspections may be discontinued and normal maintenance inspections resumed after installation of inconel bolts (77711-10-34 and 77711-8-21, Series 10) or (77711-12-34, Series 40). \n\n\t(f)\tAlternate 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\t(g)\tSpecial flight permits may be issued in accordance with FARs 21.197 and 21.199 to operate airplanes to a base for the accomplishment of the inspections required by this AD. \n\n\tAmendment 39-3575 became effective October 1, 1979. \n\n\tThis Amendment 39-3604 becomes effective November 1, 1979.
83-05-08 R1: 83-05-08 R1 BRITISH AEROSPACE, AIRCRAFT GROUP, SCOTTISH DIVISION: Amendment 39-4582 as amended by Amendment 39-4724. Applies to Model HP.137 Jetstream MK-1 and Series 200 airplanes (all serial numbers) certificated in any category. COMPLIANCE: Required as indicated, unless already accomplished. To detect defective fuel filter bleed pipe Non-Return-Valve (NRV) Part Number (P/N) 702CD02, unless accomplished in the previous 200 hours time-in-service, within the next 20 hours time-in-service after the effective date of this AD and thereafter at intervals not to exceed 200 hours time-in-service, accomplish the following: a) Remove, inspect, and test the fuel filter bleed pipe NRV P/N 702CD02 for correct operation in accordance with the "Action" section of Scottish Aviation Limited Jetstream SB No. 18/3 Revision 1, March 31, 1983. NOTE: SB No. 18/3, Revision 1, specifies a detailed test procedure to verify that the valve operates as intended. b) If a defective NRV is found, replace the valve prior to further flight. c) The intervals between the repetitive inspections required by this AD may be adjusted up to 10 percent of the specified interval to allow accomplishing these inspections concurrent with other scheduled maintenance of the airplane. d) The inspections required by paragraph a) of this AD are no longer required when British Aerospace Modification No. 5179 is installed. e) Aircraft may be flown in accordance with FAR 21.197 to a location where this AD can be accomplished. f) An equivalent method of compliance with this AD if used must be approved by the Manager, Aircraft Certification Staff, AEU-100, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, 1000 Brussels, Belgium. Amendment 39-4582 became effective on March 17, 1983. This Amendment 39-4724 becomes effective September 23, 1983.
2019-20-03: The FAA is adopting a new airworthiness directive (AD) for various transport airplanes. This AD was prompted by reports of smoke and fumes in the flight deck. This AD requires modification of certain universal serial bus (USB) receptacles located in the flight deck. The FAA is issuing this AD to address the unsafe condition on these products.
79-03-03: 79-03-03 CESSNA: Amendment 39-3406. Applies to Model TU206G (S/Ns U20604459, U20604465, U20604473, U20604474, U20604480, U20604482 thru U20604484, U20604486, U20604487, U20604491, U20604493, U20604507, U20604567), Model T207A (S/Ns 20700453, 20700455, 20700456), and Model T210M (S/Ns 21062673, 21062699 thru 21062702, 21062704 thru 21062708, 21062711, 21062712, 21062715, 21062717 thru 21062722, 21062724, 21062726, 21062728 thru 21062730, 21062732, 21062734 thru 21062736, 21062738 thru 21062741, 21062746, 21062747 thru 21062752, 21062766, 21062767, 21062818) airplanes certificated in all categories. COMPLIANCE: Required as indicated unless already accomplished. To preclude failure of the engine oil pressure and scavenge pump drive shaft and resulting oil pressure loss caused by turbocharger oil scavenge pump ingestion of failed turbocharger thrust bearing anti-rotation pins, within the next 10 hours' time-in-service after the effective date of this AD, accomplish the following: A) Check the Cessna P/N C295001-0101 (AiResearch P/N 406610-5) turbocharger nameplate to determine if the serial number is HE0101 through HE0160. B) If the serial number on the turbocharger nameplate is not one of those specified in Paragraph A), make an entry in the aircraft maintenance records indicating compliance with this AD and no further action is required. C) If the serial number on the turbocharger nameplate is one of those specified in Paragraph A), replace the turbocharger or replace the turbocharger center housing in accordance with applicable Cessna or AiResearch service instructions. D) Airplanes may be flown in accordance with FAR 21.197 to a location where replacement required by Paragraph C) may be accomplished. E) Any equivalent method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. This amendment becomes effective on February 12, 1979 to all persons except thoseto whom it has already been made effective by an airmail letter from the FAA dated December 21, 1978.
65-06-02: 65-06-02 AERO PRODUCTS: Amdt. 39-47 Part 39 Federal Register March 13, 1965. Applies to A6441FN-606 Propeller Blades Shipped from Allison before February 19, 1965, That Have Not Been Overhauled. Compliance required as indicated, unless already accomplished. To prevent further blade failures as a result of fatigue cracks in the cuff ring, accomplish the following: (a) Inspect blades with less than 750 hours' time in service on the effective date of this AD in accordance with (e) within the next 450 hours' time in service. (b) Inspect blades with 750 or more but less than 1,000 hours' time in service on the effective date of this AD in accordance with (e) prior to the accumulation of 1,200 hours' time in service. (c) Inspect blades with 1,000 or more but less than 1,600 hours' time in service on the effective date of this AD in accordance with (e) within the next 200 hours' time in service. (d) Inspect blades with 1,600 or more hours' time in service on the effective date of this AD in accordance with (e) within the next 450 hours' time in service. (e) Remove the spinner assembly, fairing assemblies, blade deicing slip ring assembly and attaching parts from the blade, and clean the blade surface in the cuff ring area in accordance with Allison Commercial Service Letter No. 168 dated March 1, 1965. Inspect the cuff ring area for cracks by fluorescent or nonfluorescent magnetic particle process in accordance with Allison Commercial Service Letter No. 168, or by an equivalent method approved by the Engineering and Manufacturing Branch, FAA Central Region. (f) Remove cracked blades from service and report immediately by telephone or telegram to the Chief, Engineering and Manufacturing Branch, FAA Central Region, Kansas City, Missouri. NOTE: During the inspection required by this AD, particular attention should be given to the cuff ring fillets. This directive effective March 13, 1965.
2019-19-07: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A300 series airplanes; Airbus SAS Model A300 B4-600, B4-600R, and F4-600R series airplanes, and Model A300 C4-605R Variant F airplanes (collectively called Model A300-600 series airplanes); and Airbus SAS Model A310 series airplanes. This AD was prompted by a report indicating that the trimmable horizontal stabilizer (THS) actuator ball nut trunnion lower attachment was missing parts. This AD requires a one-time detailed inspection of the THS actuator right-hand spherical bearing and retaining parts (bolt, tab washer, and end cap) for correct installation of the retaining parts and correct bolt position, and applicable corrective actions, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.