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62-11-03: 62-11-03 GRAVINER: Amdt. 429 Part 507 Federal Register April 21, 1962. Applies to Aircraft Equipped With Automatic Fire Extinguisher Cartridge Mark 2, A-716, A-717, A-718, A-719 and Fenwal P/N 690202-3, A-716, A-717, A-718, A-719. (The Fenwal Installations Noted Are Graviner Systems. Some Mark 2 Cartridges Modified to Mark 3 Have "-3" Added to The Number on The Flat Plate, i.e., A-716-3, Etc. This AD Does Not Apply to Mark 3 Cartridges.) Compliance required as indicated. As a result of instances of the igniter wire in extinguisher cartridges becoming corroded in service, the following shall be accomplished: (a) Within the next 275 hours' time in service or the next 60 days, whichever occurs first after effective date of this AD, unless already accomplished within the past 275 hours' time in service or the past 60 days conduct a continuity inspection of the cartridge circuits using a safety ohmmeter which restricts the current used to 13 milliamperes. A resistance reading of between 5 and 6 ohms indicates a serviceable fuse wire. A resistance reading not between 5 and 6 ohms indicates a defective fuse wire. Repetitive inspection of all cartridge circuits shall be accomplished within each succeeding 550 hours' time in service or 120 days, whichever occurs first after the last inspection. (b) Replace defective Mark 2 cartridges with either serviceable Mark 2 cartridges or with Mark 3 cartridges which have an improved fuse wire. If Mark 2 cartridges are installed the repetitive inspection specified in (a) shall be continued. If Mark 3 cartridges are installed the repetitive inspections specified in (a) may be discontinued. (c) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, International Division, may adjust the repetitive inspection intervals specified in this AD to permit compliance of an established inspection period of the operator if the requestcontains substantiating data to justify the increase for such operator. (Graviner Technical Notice No. 2 covers this subject.) This supersedes AD 61-02-01. This directive effective May 22, 1962.
2019-25-13: The FAA is adopting a new airworthiness directive (AD) for all Engine Alliance (EA) GP7270 and GP7277 model turbofan engines with a certain low-pressure compressor (LPC) 1st-stage fan blade installed. This AD requires an ultrasonic inspection of the affected LPC 1st-stage fan blades and replacement of any affected fan blades that fail the inspection. This AD was prompted by a report of an in-flight shutdown (IFSD) of an engine due to the fracture of multiple fan blades. The FAA is issuing this AD to address the unsafe condition on these products.
80-14-07: 80-14-07 AVCO LYCOMING: Amendment 39-3826. Applies to O-320-H series engines, S/Ns L-101-76 thru L-7608-76, O-360-E series engines, S/Ns L-101-77 thru L-455-77; LO-360-E series engines, S/Ns L-101-72 thru L-451-72 and all remanufactured engines of these models shipped prior to November 16, 1979. Compliance required as indicated, unless already accomplished. To prevent failure of valves due to installation of improperly hardened upper exhaust valve spring seats, accomplish the following: Within the next 25 hours in service after the effective date of this AD remove the valve rocker box covers and visually inspect all upper exhaust valve spring seats for part number identification. (a) If all four upper exhaust valve spring seats are identified as Part Number LW-16475 followed by the letters "KLI", in a curved pattern as shown in Lycoming Service Bulletin No. 447, the engine may be returned to service. (b) If any of the upper exhaust valve spring seats are identified asPart Number LW-16475 without the letters "KLI", they must be removed and replaced with seats marked as described in paragraph (a) above. Installation of these valve spring seats shall be accomplished per instructions in AVCO Lycoming S/B No. 435 or Lycoming Overhaul Manual P/N 60294-9 or an approved alternate. Compliance with paragraph (a) of AD 80-04-03 or AVCO Lycoming S/B 447 dated January 11, 1980, will constitute compliance with the requirements of this AD. Equivalent methods of compliance may be approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration (FAA) Eastern Region. Upon submission of substantiating data by an owner or operator through an FAA Maintenance Inspector, the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region may adjust the compliance time specified in this AD. This amendment is effective July 7, 1980.
80-02-11: 80-02-11 DeHAVILLAND: Amendment 39-3672. Applies to DHC-7 airplanes, S/N 1 through 13 inclusive, certificated in all categories. Compliance required as indicated, unless already accomplished. To prevent possible landing gear support structure failure due to looseness of the main landing gear frame attachment bolts, accomplish the following: 1. Within the next 25 hours in service after the effective date of this AD, unless previously accomplished within the last 295 hours in service, inspect the main landing gear frame bolts, P/N MS21250H10042, for evidence of improper torque. 2. If evidence of improper torque is found at any bolt location, a. cut an access hole at all four bolt locations as detailed in DeHavilland Service Bulletin No. 7-54-4, ACCOMPLISHMENT INSTRUCTIONS, Page 2, paragraphs 1 and 2. Retorque all bolts to 1400-1650 inch-pounds and cover the access holes with snap hole plug P/N CSP80-20 or equivalent. Mark the end of the bolt, nut and adjacent structure with a red line. Visually inspect the red marking at each location for signs of movement at intervals not to exceed 320 hours in service from last inspection until the modification in paragraph 2.b. is accomplished, or b. incorporate DeHavilland modification (Ref. S/B 7-54-4). 3. For bolts that are found to be properly torqued, mark and inspect bolts as above in paragraph 2.a. until the modification is accomplished. 4. Incorporate DeHavilland modification in accordance with S/B No. 7-54-4, ACCOMPLISHMENT INSTRUCTIONS, or equivalent, within 1900 hours in service from the initial inspection in paragraph 1. 5. Equivalent parts and modification must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. This amendment is effective January 24, 1980.
2019-25-17: The FAA is adopting a new airworthiness directive (AD) for all The Boeing Company Model 737-600, -700, -700C, -800, -900, and -900ER (Model 737 NG) series airplanes (although the scope of the AD requirements is limited to operation at specific runways in the U.S., Colombia, and Guyana). This AD requires revising the airplane flight manual (AFM) to prohibit selection of certain runways for airplanes equipped with certain software. This AD was prompted by reports of display electronic unit (DEU) software errors on airplanes with a selected instrument approach to a specific runway. The FAA is issuing this AD to address the unsafe condition on these products.
80-08-13: 80-08-13 DeHAVILLAND: Amendment 39-3747. Applies to DHC-7 model airplanes, Serial Numbers 1 thru 18, certificated in all categories. To prevent possible failure of the main landing gear due to cracking in the upper drag strut, accomplish the following: 1. Prior to next flight, and daily thereafter, visually inspect the lower lug end of the upper drag strut sub=assembly on the main landing gear for cracks, in accordance with ACCOMPLISHMENT INSTRUCTIONS in DeHavilland Alert Service Bulletin A7-32-18, paragraphs 1. and 2., dated February 6, 1980, or equivalent. 2. At intervals of 40 hours in service or 50 landings, whichever occurs first, after the effective date of this AD, with gear partially retracted, inspect lugs for cracks in accordance with paragraph 3. of the above DeHavilland service bulletin ACCOMPLISHMENT INSTRUCTIONS or equivalent. 3. If cracks are found, the upper drag strut assembly must be replaced before further flight by parts with the same part numbers or equivalent, inspected and found serviceable in accordance with the above DeHavilland service bulletin or equivalent. 4. Within 200 hours in service or 250 landings, whichever occurs first, after the effective date of this AD, inspect the upper drag strut lower lug ends by Eddy Current methods in accordance with paragraph 4. of the ACCOMPLISHMENT INSTRUCTIONS in the above DeHavilland service bulletin or equivalent. 5. When inspection in paragraph 4. is accomplished the inspections in paragraphs 1. and 2. are no longer required. 6. Report positive findings, including crack length, from any inspection, to the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region, within 10 days of inspection. (Reporting approved by Office of Management and Budget under OMB No. 04-R0174.) 7. Equivalent parts and inspections must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. 8. Compliance times may be increased by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region, upon receipt of substantiating data submitted through an FAA Maintenance Inspector. This amendment is effective April 16, 1980.
2019-23-06: The FAA is adopting a new airworthiness directive (AD) for certain The Boeing Company Model 757-200, -200CB, and -300 series airplanes. This AD was prompted by reports of cracks initiating in the fuselage frame web at body station (STA) 1640. This AD requires, depending on configuration, a general visual inspection for any previous repair, such as any reinforcing repair or local frame replacement repair, repetitive open hole high frequency eddy current (HFEC) inspections for any crack of the fuselage frame web fastener holes, on the left and right side of the airplane, and applicable on- condition actions. The FAA is issuing this AD to address the unsafe condition on these products.
79-02-04: 79-02-04 COSTRUZIONI AERONAUTICHE GIOVANNI AGUSTA: Amendment 39- 3396. Applies to Model A109 and A109A helicopters, serial numbers 7109 and below, certificated in all categories, incorporating tail rotor drive shaft hanger bearing support bracket, P/N 109-0370-02-1. Compliance is required as indicated, unless already accomplished. To prevent a possible tail rotor failure, accomplish the following: (a) Within the next 10 hours time in service after the effective date of this AD, and thereafter following the last flight of each day in which the helicopter is operated, inspect the tail rotor drive shaft hanger bearing support bracket, P/N 109-0370-02-1, for cracks in accordance with Part I of the "Accomplishment" paragraph of Agusta Bollettino Tecnico No. 109-2, dated April 14, 1976, including Rev. A dated May 11, 1976, or an FAA-approved equivalent (hereinafter referred to as Service Bulletin). (b) If a crack is found during an inspection required by this AD, before further flight, except as provided in paragraph (d) of this AD, replace the affected bracket with - (1) A serviceable bracket of the same part number, and continue to inspect in accordance with paragraph (a) of this AD after the last flight of each day in which the helicopter is operated; or, (2) A new support bracket, P/N 109-0370-12-1, in accordance with Part II of the "Accomplishment" paragraph of the Service Bulletin. (c) Within the next 100 hours time in service after the effective date of this AD, replace the support bracket, P/N 109-0370-02-1 with a new bracket, P/N 109-0370-12-1, in accordance with Part II of the "Accomplishment" paragraph of the Service Bulletin. The repetitive inspections required by paragraphs (a) and (b)(1) of this AD may be discontinued upon installation of a support bracket, P/N 109-0370-12-1, in accordance with this AD. (d) Helicopters may be flown in accordance with FAR's 21.197 and 21.199 to a base where the required work canbe performed. This amendment becomes effective February 19, 1979.
80-03-04: 80-03-04 MCDONNELL DOUGLAS: Amendment 39-3684. Applies to McDonnell Douglas Model DC-9, Series 10, 20, 30, 40, and 50 airplanes and Military C-9 series airplanes certificated in all categories, not incorporating McDonnell Douglas Service Bulletin 49-25 dated November 10, 1973 or the production equivalent of this service bulletin. \n\n\tTo prevent fire hazard caused by possible accumulation of fuel from APU false-starts collecting on lower aft fuselage inner surface, accomplish the following: \n\n\t(a)\tWithin the next 100 hours' time in service from the effective date of this AD unless already accomplished within the last 150 hours' time in service, and thereafter intervals not to exceed 250 hours' time in service from the last inspection, accomplish the following: \n\n\t\t(1)\tVerify that the area adjacent to and above the fuselage drain hole located after the pressure bulkhead at the 5 o'clock position is clear of debris and an open drain path is evident. Clean if necessary to removedebris; insure that the lower edge of the aft pressure bulkhead insulation blanket does not obstruct the drainhole, and \n\n\t\t(2)\tCheck tail compartment for any spilled fuel and clean before starting APU. \n\n\t(b)\tWithin 100 hours' time in service from the effective date of this AD: \n\n\t\t(1)\tRecord in the aircraft logbook all occurrences of APU false starts. \n\n\t\t(2)\tPrior to restart attempt after false start occurrence, check for open drain hole at 5 o'clock position and check for any fuel spills in the aft compartment and clean before restart attempt. \n\n\t\t(3)\tInstall placard in cockpit and revise AFM to read, "Do not attempt to restart APU after a false start until check of drain and AFT fuselage has been accomplished." \n\n\tThe checks required by paragraph (b)(2) of this AD may be performed by the flight crew. \n\n\tNOTE: A maintenance record entry showing compliance and method of compliance with this AD is required by FAR 91.173 and FAR 121.380. \n\n\t(c)\tWithin one year's timein service from the effective date of this AD, unless already accomplished, incorporate the APU exhaust system modification consisting of a baffle on the exhaust duct assembly which diverts residual fuel away from the expansion joint, per McDonnell Douglas Service Bulletin 49-25, dated November 10, 1973. \n\n\t(d)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections, modifications or repairs required by this AD. \n\n\t(e)\tAlternative 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\tThis amendment becomes effective February 11, 1980.
60-09-02: 60-09-02 FORNEY: Amdt. 137 Part 507 Federal Register April 30, 1960. Applies to Models Erco 415 Series and Aircoupe F-1 Aircraft Serial Numbers 1 Through 5678 Incorporating Electrol Hose Gear With Aluminum Scissors. Compliance required not later than July 1, 1960. Bolts used to attach the forged aluminum scissors to the electrol nose gear were found to be brittle. To preclude failure of these bolts and the danger of the nose wheel turning crosswise during landing, the following shall be accomplished: Replace bolts, P/N 415-34330, with AN 5-26 bolts, AN 960 washers (two per bolt) and AN 310-5 nuts. The tightened nut must not cause binding. (Forney Service Bulletin No. 103 covers this same subject.)