Results
83-20-04: 83-20-04 McDONNELL DOUGLAS: Amendment 39-4740. Applies to McDonnell Douglas Model DC-6, -6A, -6B, R6D (Navy), and C118 (USAF) series airplanes, certificated in all categories. \n\n\tCompliance required as indicated, unless previously accomplished. \n\n\tTo detect cracks and prevent failure of the horizontal stabilizer rear spar caps accomplish the following: \n\n\tA.\tWithin the next 30 days after the effective date of this AD, unless already accomplished, inspect and repair, if necessary, the horizontal stabilizer upper and lower rear spar cap attach fittings on both sides of station 63 in accordance with the Accomplishment Instructions of McDonnell Douglas Service Rework Drawing J060265 "N/C" dated July 29, 1983, hereinafter referred to as Rework Drawing, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region, as follows: \n\n\t\t1.\tIf no cracks are found in the rear spar attach fittings, apply primer and lacquer top coat(lacquer top coat optional). Apply LPS-3 corrosion inhibiting oil, or equivalent when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region, throughout the attach fitting (bathtub area) and reinstall the bolt per the Rework Drawing. Conduct repetitive inspections per the Rework Drawing at intervals not to exceed 12 calendar months. \n\n\t\t2.\tIf a crack is found equal to or exceeding 1/2" at location A, 3" at location B, or 6" at location C as defined in figure 2 of the Rework Drawing, accomplish the repair in (a) or (b) below, prior to further flight: \n\n\t\t\t(a)\tIf the crack is inboard of station 63, repair in accordance with the Accomplishment Instructions of the Rework Drawing. \n\n\t\t\t(b)\tIf the crack is outboard of station 63, repair per the McDonnell Douglas DC-6 Structural Repair Manual, Tail Group, Page 138, Figure 134, dated October 15, 1952. \n\n\t\t3.\tIf a crack is found that is less than 1/2" at location A, 3" at location B, or 6" at location C, repetitively inspect per the Rework Drawing at intervals not to exceed: \n\n\t\t\t(a)\tfor location A: 7 calendar days, or prior to further flight, whichever occurs later. \n\n\t\t\t(b)\tfor location B: 14 calendar days, or prior to further flight, whichever occurs later. \n\n\t\t\t(c)\tfor location C: 21 calendar days, or prior to further flight, whichever occurs later. \n\n\tB.\tRepairs per Paragraph 2, above, constitutes terminating action for the repetitive inspections required by this AD only at those locations repaired. \n\n\tC.\tIf more than one crack is found, repair all cracked areas as specified in Paragraphs A. 2(a) and/or 2(b), above. \n\n\tD.\tAlternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tE.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base to comply with the repair requirements of this AD when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tThis Amendment becomes effective October 19, 1983.
63-21-04: 63-21-04 LOCKHEED: Amdt. 625 Part 507 Federal Register October 2, 1963. Applies to All Models L-18 and PV-1 Airplanes Equipped With Spartan Electrically Actuated Elevator Trim Tabs. Compliance required as indicated. To prevent runaway operation of the electrically operated trim tab actuators, accomplish the following: (a) Within 30 hours' time in service after the effective date of this AD unless already accomplished, electrically deactivate the elevator trim tab. (b) Any tab deactivated may be reactivated when one of the following has been accomplished: (1) On any Lockheed Model 18 airplane with Spartan electrically actuated elevator trim tab, the trim tab installation is made in accordance with STC SA2-183. (2) An FAA approved modification to the speed and limits of actuation is accomplished. Modifications must be approved by the Chief of an FAA Engineering and Manufacturing Branch. This directive effective November 1, 1963. Revised January 10, 1964.
64-05-02: 64-05-02 MCDONNELL DOUGLAS: Amendment 692 (29 F.R. 2877) to the ROA, as amended by Amendment 727 (29 F.R. 5943) to the ROA, is further amended by Amendment 39-1905. Applies to all Model DC-8 Series Aircraft. \n\n\tCompliance required as indicated. \n\n\tThere have been failures of the landing gear bogie beam due to cracking initiated by corrosion in an area where the bogie beam surface had been damaged. To preclude further failures of this type, accomplish the following on bogie beam assemblies, P/N's 5760635, 5760630, or 5716469: \n\n\t(a) Within 1000 hours' time in service after the effective date of this AD, as amended, for bogie beam assemblies having more than 1000 hours' time in service as of the effective date of this AD, as amended, and prior to the accumulation of 2000 hours' time in service for bogie beam assemblies having less than 1000 hours' time in service as of the effective date of this AD, as amended, and thereafter at intervals not to exceed 3000 hours' time in service, accomplish the inspection and rework outlined in (b). \n\n\t(b) Conduct a thorough visual inspection of the bogie beam to detect any evidence of nicks, scratches, or impact dents. Replace bogie beams exhibiting such defects before further flight, unless the part is reworked before further flight in accordance with the following as applicable: \n\n\t\t(1) Nicks, scratches, and impact dents up to 0.005 inch in depth must be blended smooth and repainted in accordance with (b)(4). \n\n\t\t(2) Nicks, scratches, and impact dents greater than 0.005 inch in depth but not exceeding 0.030 inch, shall be blended smooth and repainted in accordance with (b)(4). The reworked area shall be shot peened prior to an accumulation of 6,000 hours' time in service after the rework. Accomplish shot peening as indicated in (b)(5). \n\n\t\t(3) If bogie beam damage exceeds 0.030 inch in depth, any rework to remove such damage shall be accomplished in accordance with FAA approved Douglas rework procedures. Any other proposed rework shall be submitted by FAA Western Region, Attention: Chief, Engineering and Manufacturing Branch, for evaluation. \n\n\t\t(4) The rework referred to in (b)(1) and (b)(2) shall be accomplished in accordance with DC-8 Maintenance Manual Chapter 32-0, paragraphs (A), page 201 dated September 1, 1960, and (D), page 203 dated March 15, 1961, or FAA approved equivalent. \n\n\t\t(5) Shot peening referred to in (b)(2) shall be accomplished in accordance with DC-8 Overhaul Manual, Chapter 13-3-2, paragraph 3(L), page 13, dated November 1, 1963, or FAA approved equivalent. \n\n\t(c) Upon request of an operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Western Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for such operator. \n\n\tNOTE: The cleaning methods specified in DC-8 Maintenance Manual Chapter 12-13-0, page 201, paragraph (1), dated August 1, 1960, should be used in cleaning the landing gear bogie beam. \n\n\tAmendment 692 was effective March 30, 1964. \n\n\tAmendment 727 was effective May 6, 1964. \n\n\tThis Amendment 39-1905 becomes effective August 2, 1974.
2020-05-21: The FAA is adopting a new airworthiness directive (AD) for certain Yabor(atilde) Ind(uacute)stria Aeron(aacute)utica S.A. (Type Certificate Previously Held by Embraer S.A.) Model ERJ 190-100 STD, - 100 LR, -100 ECJ, -100 IGW, -200 STD, -200 LR, and -200 IGW airplanes. This AD was prompted by a report of erroneous indications of certain engine parameters and reports of ''pitch up'' and ''pitch down'' uncommanded attitudes with autopilot engaged in cruise flight. This AD requires installing updated PRIMUS EPIC LOAD software, as specified in an Ag(ecirc)ncia Nacional de Avia(ccedil)(atilde)o Civil (ANAC) Brazilian AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
79-21-06: 79-21-06 GENERAL DYNAMICS: Amendment 39-3590 as amended by Amendment 39-3666. Applies to Model 240 series airplanes including those modified for turbo propeller power, certificated in all categories. Compliance required as indicated, unless already accomplished. To prevent failure of the elevator flight tab spring tube, accomplish the following: (a) Within 25 hours' time in service after the effective date of this AD, inspect the elevator flight tab spring tube per procedures set forth in Section 2, Accomplishment Instructions, of General Dynamics Service Bulletin 600 (240D) 27-5, dated July 18, 1979. (b) For elevator flight tab spring tube P/N 240-3540305-24 or P/N 240-3540305-30 with 5,000 hours or more time in service after October 25, 1979, repeat the inspection of paragraph (a) of this AD within 50 hours' time in service from the inspection of paragraph (a) of this AD, and thereafter, at intervals not to exceed 50 hours' time in service from the previous inspection. (c) For elevator flight tab spring tube P/N 240-3540305-35 or P/N 2D3540305-7 with 10,000 hours or more time in service after October 25, 1979, repeat the inspection of paragraph (a) of this AD within 100 hours' time in service from the inspection of paragraph (a) of this AD, and thereafter, at intervals not to exceed 100 hours' time in service from the previous inspection. (d) Replace any cracked elevator flight tab spring tube with like serviceable part and revert to the repetitive inspection intervals per paragraph (b) or (c) of this AD, as appropriate. (e) Special 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 required by this AD. (f) Alternative 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. Amendment 39-3590 became effective October 25, 1979. This Amendment 39-3666 becomes effective January 21, 1980.
79-18-02: 79-18-02 BOEING: Amendment 39-3537 as amended by Amendment 39-3744. Applies to all Boeing Model 747 airplanes which are equipped with slide/raft assemblies. Compliance is required as indicated. Accomplish the following: \n\tA.\tWithin the next 90 days from the effective date of this AD, unless accomplished within the last 180 days, inspect the firing and packboard lanyards for corrosion in accordance with Boeing Alert Service Bulletin 747-25A2467 and B.F. Goodrich Alert Service Bulletin 25- 051. \n\tB.\tLanyards showing signs of corrosion are to be replaced with new parts in accordance with B.F. Goodrich Alert Service Bulletin 25-051. \n\tC.\tRepeat inspections, described in paragraph A, at intervals not to exceed one (1) year from the date of the last inspection unless the lanyards are replaced as described in Boeing Service Bulletin 747-25A2467, Revision 2, paragraph III E, or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. This replacement is terminating action for this Airworthiness Directive. \n\tD.\tUpon request of the operator, an FAA Maintenance Inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Northwest Region may adjust the inspection interval if the request contains substantiating data to justify the increase for that operator. \n\tThe manufacturer's specifications and procedures identified and described in this directive are incorproated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). \n\tAll persons affected by this directive who have not already received these documents from the manufacturer, may obtain copies upon request to Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. These documents may also be examined at FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington 98108. \n\n\tAmendment 39-3537 became effective September 4, 1979. \n\tThis amendment 39-3744 becomes effective April 22, 1980.
2020-05-13: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Canada Limited Partnership Model BD-500-1A11 airplanes. This AD was prompted by reports that, under certain combinations of airplane configuration and flight conditions, higher than anticipated temperatures could lead to an engine fire warning nuisance message. This AD requires installation of Integrated Air Systems Controller (IASC) software version 5.0. The FAA is issuing this AD to address the unsafe condition on these products.
79-21-01 R1: 79-21-01 R1 DETROIT DIESEL ALLISON: Amendment 39-3585 as amended by Amendment 39-4123. Applies to 250-B17, 250-B17B, 250-B17C, 250-C20, 250-C20B, and 250-C20C (MIL. T63-A-720) engines equipped with third stage turbine wheel Part Numbers 6898551, 6898567, 6898733, 6898743, 6898753, 6898763, 6899406, 6899415, 6899416, 6899417, 6899418, 6899419, 6896863, 6898823 and 6899364 installed in aircraft certificated in all categories. Compliance required as follows unless previously accomplished. (a) For engines that have previously experienced a hot start beyond the established limits, compliance must be accomplished prior to further flight. (b) For engines that experience a hot start beyond the established limits after the effective date of this AD, compliance must be accomplished prior to further flight, except that the aircraft may be flown in accordance with FAR 21.197 to a base where the removal can be performed. To preclude possible engine power loss resulting from third stage turbine wheel blade separation, remove the turbine wheels from service if the following temperature-time limits are exceeded and install an FAA Approved part number turbine wheel. Temperature Range Time Limit 810 degrees - 927 degrees C. 10 seconds maximum (1490 degrees - 1700 degrees F.) Over 927 degrees C. 0 seconds (1700 degrees F.) The turbine wheels may not be reworked and reinstalled after a hot start. NOTE: Time at temperature limits is not additive and may be repeated without restriction. (Detroit Diesel Allison Commercial Service Letter 1051, Rev. 3, for the 250-B17 series engines and Commercial Service Letter 1084, Rev. 3, for the 250-C20 series engines also pertain to this subject.) Amendment 39-3585 became effective October 16, 1979. This amendment 39-4123 becomes effective June 3, 1981.
2020-03-23: The FAA is adopting a new airworthiness directive (AD) for certain Bombardier, Inc., Model CL-600-2B19 (Regional Jet Series 100 & 440) airplanes. This AD was prompted by a report that a fouling condition was found between the generator power cables and the support brackets of the auxiliary-aft fuel tank during production. This AD requires a visual inspection of the generator power cables for damage, installation of protective conduits and edging grommets, and applicable corrective actions. The FAA is issuing this AD to address the unsafe condition on these products.
60-04-02: 60-04-02\tBOEING: Amdt. 104 Part 507 Federal Register February 20, 1960. Applies to all Model 707 series aircraft. \n\tDue to recent failures of the wing foreflaps, the following shall be accomplished: \n\t(a)\tAt intervals not to exceed 65 hours' time in service, inspect all foreflaps except the two outboard foreflap sections (P/N's 65-7360-3007 through 65-7360-3010, 65-7360-3023, and 65-7360-3024) on the outboard flaps as follows: \n\t\t(1)\tConduct detail visual inspection of foreflaps for any evidence of cracking. \n\t\t(2)\tBy use of borescope or equivalent, inspect interior web, flanges and cutouts on both inboard and outboard end ribs for cracks or other damage. \n\t(b)\tAny foreflap showing evidence of cracking or other damage must be replaced or repaired in accordance with FAA approved manufacturer's instructions prior to next flight. \n\t(c)\tThe special inspections in (a) above may be discontinued when an inertia damper P/N's 69-11124-1 (left wing) and 69-11124-2 (right wing) has been installed on the foreflaps. \n\t(Boeing Service Bulletin No. 546 (R-2) dated November 18, 1959, covers criteria on the same subject.)
2020-01-18: The FAA is superseding Airworthiness Directive (AD) 2006-11- 11, which applied to all The Boeing Company Model 757 airplanes. AD 2006-11-11 required incorporating a new revision to the Airworthiness Limitations section of the Instructions for Continued Airworthiness to mandate certain repetitive inspections for fatigue cracking of principal structural elements (PSEs). This AD retains those actions and requires revising the existing maintenance or inspection program, as applicable, to incorporate additional new or more restrictive airworthiness limitations. This AD was prompted by a determination that new or more restrictive airworthiness limitations are necessary. The FAA is issuing this AD to address the unsafe condition on these products.
2020-03-21: The FAA is adopting a new airworthiness directive (AD) for certain Bombardier, Inc., Model BD-700-1A10 and BD-700-1A11 airplanes. This AD was prompted by reports that main landing gear (MLG) trailing arm assemblies were found with compromised paint finish and corrosion on the axle bore inner diameters due to improper removal of contaminants during manufacturing. This AD requires a one-time inspection to determine if an affected MLG trailing arm assembly is installed, repetitive detailed inspections of the inner diameter of the affected MLG trailing arm assembly axle bore for surface finish discrepancies, corrective actions if necessary, and eventual replacement of primer and paint and application of corrosion preventive compound on the inner diameter of all affected MLG trailing arm assembly axle bores, which terminates the repetitive inspections. The FAA is issuing this AD to address the unsafe condition on these products.
80-18-11: 80-18-11 FAIRCHILD: Amendment 39-3904. Applies to all Model F27 and FH227 series airplanes certificated in all categories. Compliance required as indicated: To detect cracks in the front spar web, the upper and lower spar caps, skins, stringers and rib caps on the upper and lower surface of the left and right horizontal stabilizer, accomplish the following: (a) For F27A, F27F and F27G airplanes, within the next 50 hours in service after the effective date of this AD, unless accomplished within the last 250 hours in service, and at intervals not to exceed 300 hours in service from the last inspection, inspect the horizontal stabilizer for cracks in accordance with Fairchild Service Bulletin F27-55-6, Revision No. 1, dated March 24, 1980, or an approved equivalent. The 300 hour repetitive inspection may be increased to 1200 hours in service after incorporation of Fairchild Service Bulletin F27-55-7, dated July 20, 1965, or an approved equivalent. (b) For F27J and F27M airplanes, within the next 50 hours in service after the effective date of this AD, unless accomplished within the last 10 hours in service, and at intervals not to exceed 60 hours in service from the last inspection, inspect the horizontal stabilizer for cracks in accordance with the above Service Bulletin or an approved equivalent. The 60 hour repetitive inspection may be increased to 150 hours in service after incorporation of Fairchild Service Bulletin F27-55-7, dated July 20, 1965, or an approved equivalent. It may be increased to 350 hours in service after incorporation of Fairchild Service Bulletins F27-55-11, dated November 5, 1979, and F27-55-12, dated December 6, 1966, or an approved equivalent. (c) For FH227 type airplanes and for F27A, F27G, F27J, F27F, and F27M airplanes having the FH227 horizontal stabilizer installed, comply with Paragraph (d) within the next 150 hours in service after the effective date of this AD, unless accomplished within the last1050 hours in service, and at intervals not to exceed 1200 hours in service from the last inspection. (d) Inspect the horizontal stabilizer for cracks in accordance with the accomplishment instructions (except Note 1) of Fairchild Service Bulletin FH227-55-13, Revision No. 1, dated March 24, 1980, or an approved equivalent, using X-Ray or dye penetrant in conjunction with a glass of at least 10-power or an approved equivalent. (e) Repair cracked parts or replace them, before further flight, with an unused part of the same part number or an approved equivalent, except that the airplane may be flown in accordance with FAR 21.197 to a base where the repair can be performed. (f) Equivalent inspections, repairs or parts must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. (g) 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 times specified in this AD. This AD supersedes AD's 66-27-05 and 66-28-03. This amendment is effective September 4, 1980.
2019-26-10: The FAA is adopting a new airworthiness directive (AD) for all Bombardier, Inc., Model CL-600-2C10 (Regional Jet Series 700, 701 & 702) airplanes; Model CL-600-2D15 (Regional Jet Series 705) airplanes; Model CL-600-2D24 (Regional Jet Series 900) airplanes; and Model CL- 600-2E25 (Regional Jet Series 1000) airplanes. This AD was prompted by a report of incorrectly installed flight compartment door edge protection plates on both sides of the upper decompression panel. This AD requires revising the existing maintenance or inspection program, as applicable, to incorporate a functional check of the flight compartment door decompression latches. The FAA is issuing this AD to address the unsafe condition on these products.
79-14-03: 79-14-03 LOCKHEED CALIFORNIA: Amendment 39-3511. Applies to Lockheed L-1011-385-1 series airplanes certificated in all categories. Compliance required within the next 350 hours time in service, unless already accomplished. To prevent uncontrolled pressure buildup in the hydraulic system return lines and to maintain full flight control capability, accomplish the following: (a) Remove the hydraulic system return filter module inlet shutoff valve assemblies from the hydraulic system return filter modules per Lockheed Service Bulletin 093-29-069, dated June 27, 1979. (b) Equivalent modifications may be approved by the Chief, Aircraft Engineering Division, FAA Western Region. (c) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a base to perform the required modifications. This amendment becomes effective July 16, 1978.
2020-01-16: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A330-200 Freighter series airplanes, Model A330-200 series airplanes, Model A330-300 series airplanes, Model A340-200 series airplanes, Model A340-300 series airplanes, Model A340-541 airplanes, and Model A340-642 airplanes. This AD was prompted by the absence of a requirement to remove certain Emergency Procedures in the existing Aircraft Flight Manual (AFM) after accomplishing a certain modification. This AD requires, for airplanes on which a certain modification is done, revising the AFM by removing certain Emergency Procedures in the AFM, 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.
63-01-01: 63-01-01 GRUMMAN: Amdt. 526 Part 507 Federal Register January 5, 1963. Applies to Model G-164 Aircraft Serial Numbers 101 Through 150 Inclusive. Compliance required within the next 50 hours' time in service after the effective date of the AD. As a result of an investigation of engine mount washers (P/N S-136-1-D), which had failed, installed on Model G-164 aircraft, Serial Numbers 101 through 150 inclusive, it has been established that the engine mount washers presently installed on these aircraft do not conform to the approved Grumman specifications. To preclude the possibility of an engine loss due to these washers, accomplish either (a) or (b): (a) (1) Replace the presently installed engine mount washers, P/N S-136-1-D with washers (16 required) furnished by Grumman, that meet the detail drawing P/N S-136-1-D. (2) CAUTION: The replacement washers furnished by Grumman have the same part number as the washers presently installed on the aircraft. (Grumman Service Bulletin No. 21 covers this same subject.) (b) Replace the presently installed engine mount washers, P/N S-136-1-D with washers (16 required) made from 2017T-T4 aluminum alloy, QQ-A-351e or QQ-A-00225/5 anodized per Spec. MIL-A-8625A which have the following geometric dimensions: 0.125-inch + 0.010 thick x 1 3/4-inches + 1/64 outside diameter with a center drilled 25/64-inch + 0.008 or 0.001 diameter hole. This directive effective January 5, 1963.
62-09-04: 62-09-04 PRATT & WHITNEY: Amdt. 424 Part 507 Federal Register April 19, 1962. Applies to All JT3C- 7 and JT3C-12 Turbojet Engines. Compliance required as indicated. Because of fatigue cracking which has occurred in the dovetail attachment of P/N 359403 third stage compressor rotor blades the following is required: (a) For blades previously inspected by the procedure described in paragraph (c), reinspect in accordance with paragraph (c) as follows: (1) Inspect blades which have accumulated 300 hours or less time in service since the last inspection, prior to the accumulation of 350 hours' time in service and thereafter within each 350 hours' time in service. (2) Inspect blades which have accumulated more than 300 hours' time in service since the last inspection, within the next 50-hours' time in service and thereafter within each 350 hours' time in service. (b) For blades not previously inspected by the procedure described in paragraph (c), inspect in accordance with paragraph (c) as follows: (1) Inspect blades with 700 or more total hours' time in service within the next 50 hours' time in service and every 350 hours' time in service thereafter. (2) Inspect blades with less than 700 total hours' time in service prior to the accumulation of 750 hours' time in service and every 350 hours' time in service thereafter. (c) Incorporate an inspection hole and plug in the compressor case and third stage stator shroud in accordance with Pratt & Whitney Aircraft (R.G.B.) letter dated February 24, 1962, and its attached sketch to all JT3C-7 and JT3C-12 operators. Using an American Cystoscope Makers, Inc. Model B35A-12 or equivalent viewing instrument inserted through this hole, inspect each third stage blade dovetail attachment for possible cracking in both flanks, rear radius, and rear face. If any crack indications are found, remove the engine prior to further flight and disassemble for confirmation of the indications. Replace any cracked blades. (d) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Eastern Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for such operator. (Pratt & Whitney Aircraft (R.G.B.) letter dated February 24, 1962, and attached sketch, to all JT3C-7 and JT3C-12 operators, and P&WA telegraphic message dated February 28, 1962, to all JT3C-7 and JT3C-12 operators, covers the same subject.) This directive effective April 19, 1962.
2020-01-13: The FAA is superseding Airworthiness Directive (AD) 2018-19- 26, which applied to all Dassault Aviation Model MYSTERE-FALCON 200 airplanes. AD 2018-19-26 required revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive maintenance requirements and airworthiness limitations. This AD continues to require revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations. This AD was prompted by a determination that new or more restrictive airworthiness limitations are necessary. The FAA is issuing this AD to address the unsafe condition on these products.
62-10-02: 62-10-02 CURTISS-WRIGHT: Amdt. 427 Part 507 Federal Register April 20, 1962. Applies to all C-46 Series aircraft except the following: Aircraft listed on Aircraft Specification 2A5, C-46R aircraft listed on Aircraft Specification 3A2, Aircraft certificated under STC SA4- 33, Aircraft certificated under STC SA2-422, and any other aircraft meeting all of the fire protection requirements of SR-406C. Compliance required within the next 500 hours of time in service after May 22, 1962. To correct the fire protection deficiencies on the C-46 Series aircraft, the following is required: (a) To prevent fire originating in the engine sections from burning into the wheel well area, accomplish the following or FAA approved equivalent unless already accomplished: (1) Cover the landing gear doors with an 0.015 stainless steel sheet from the forward edge of the doors aft to approximately Station 145 (approximately 55 inches). (2) Cover the fixed portion of the lowerwheel well skin fore and aft between the firewall and the forward edge of the landing gear doors, peripherally between the wheel well door hinge lines, with an 0.015 stainless steel sheet. (3) Cover the sides of the nacelle in the area of the exhaust impingement with an 0.015 stainless steel rectangular sheet approximately 20 inches by 40 inches with the lower, long side boundary along the landing gear door hinge line and the forward, short side even with the forward edge of the existing nacelle skin at the firewall. Attach all of the above steel sheets with monel or steel fasteners. (b) In order to generally improve the powerplant fire protection in C-46 Series aircraft, accomplish the following or FAA approved equivalent unless already accomplished. (1) SHUT-OFF VALVES. Install fluid shut-off valves which may be opened and closed in flight aft of the firewall in all fuel, oil, and hydraulic lines. USAF Technical Order 01-25LA-190 covers this same subject. Ifpropeller or carburetor anti-icing systems are employed and use alcohol or other flammable fluids as the anti-icing medium, the systems described in USAF T.O. AN 01-25LA-2, pages 458-464, are satisfactory except that shut-off valves or a selector valve which can be opened and closed in flight must be provided aft of the firewall to shut off the flow to either engine. The system shall be such as to shut off the pump automatically, or otherwise guard against hazardous pressures, when the flow to both nacelles is stopped. (No shut-off valve will be required for the feathering pump oil lines - see (b)(3)). (2) ENGINE FIREWALLS. Engine firewalls must be rendered fireproof by adequately sealing all openings such as the filtered air duct opening, the oil cooler control rod and filtered air control rod openings, other power plant control openings, holes through the firewall for electric conduits, and any other firewall openings. All attachments through the firewall utilized in renderingthe firewall fireproof shall be monel or steel attachments. (3) PROPELLER FEATHERING PUMP INSTALLATION. The portion of the propeller feathering oil line forward of the firewall between the firewall and the pump shall be of steel or other fireproof material. The line between the pump and governor shall be of fire resistant material with coupled hose assemblies, meeting the requirements of TSO-C42, used in any flexible connections. Electrical conduit for the pump motor and other electrical components forward of the firewall which are essential for propeller feathering shall be fire resistant or protected in a manner to render them fire resistant. Wire conforming to MIL-C-25038 is considered fire resistant. The feathering pump can be considered an adequate means of shutting off the flow of oil in the feathering line. (4) FIRE DETECTORS. The Fenwal continuous type fire detectors (non-repeatable, fusible-alloy, obsoleted in 1950), which were originally provided, must be removed and replaced with unit or continuous type fire detectors conforming with FAA Technical Standard Order, TSO-C11 or FAA approved equivalent. Such detectors shall also meet the requirements specified in subparagraphs (i) through (vi). If unit type detectors are used, they shall be spaced as specified in subparagraphs (i) and (ii) and continuous type detectors, if used, shall be so installed as to provide the same coverage. (i) Engine nacelles: Fire detectors, spaced not over 7 inches apart, shall be installed on the lower half of the forward side of the firewall at its outer periphery, and along the horizontal diameter. Also, fire detectors shall be located so as to be in the air egress pattern for any other openings in the engine or accessory cowling. (ii) Engine mount ring and oil cooler supports: Additional fire detectors, spaced not over 18 inches apart, shall be provided for the upper two-thirds of the engine mount ring. Also, a fire detector shall be installedon each oil cooler support approximately 2 or 3 inches above the oil cooler. (iii) Warning light covers: Fire-warning-light covers or shutters, which are capable of dimming or shutting off the light entirely, must be removed. (iv) Means shall be provided to permit the crew to check in flight the functioning of the electric circuit associated with the fire detection and fire warning systems. (v) Wiring and other components of the fire detection system which are located in the engine and accessory sections shall be of fire resistant construction. (See (b)(2) for firewall attachments.) (vi) Aural fire warning means, along with fire warning lights, shall be installed to indicate the presence of fire in either engine nacelle. (5) ENGINE COMPARTMENT LINES. The following lines carrying inflammable fluids or vapors in the engine compartment shall be fire resistant, and items (a) through (g), inclusive, shall also have fireproof firewall fittings. Flexible connections in lines attached to the engine or subject to relative motion or pressure shall employ fire resistant coupled hose assemblies: (a) carburetors bled back lines, (b) cabin heater fuel lines, (c) oil dilution lines, (d) fuel pressure transmitter lines, (e) oil pressure transmitter lines, (f) manifold pressure lines, (g) all other hydraulic oil lines, (h) all engine fuel lines, (i) engine primer lines, (j) engine breather lines, (k) engine supercharger drain lines, (l) oil separator return lines, (m) vacuum system pressure lines, (n) all main oil lines, (o) engine oil cooler lines, (p) hydraulic pump drain lines, (q) exhaust collector drain lines, (r) oil tank vent lines, (s) fuel pump drain lines. Flexible hose assemblies for those lines noted above shall conform to TSO-C53 Type "C". Metal tubing, hose, and clamp type plumbing utilized in those lines noted above shall consist of steel tubing and fire resistant hose. Aeroquip 624 fire sleeve, or equivalent, may be utilized to render nonfire resistant hose (for the hose, steel tube, and clamp type plumbing) fire resistant. Aluminum firewall fittings, sizes 1-inch and larger, will be acceptable as fireproof fittings. (6) AIRPLANE FLIGHT MANUAL. Appropriate changes to the airplane flight manual shall be prepared to cover emergency procedures associated with the above changes. (c) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Southern Region, may adjust the compliance times specified in this AD if the request contains substantiating data to justify the increase for such operator. This directive effective May 22, 1962. Revised June 30, 1962. Revised August 7, 1962.
63-21-01: 63-21-01 GENERAL DYNAMICS: Amdt. 623 Part 507 Federal Register September 26, 1963. Applies to All Model 30 Aircraft. Compliance required within 500 hours' time in service after the effective date of this AD, unless already accomplished. To prevent a ground fault in the landing gear ground safety switch which causes the loss of braking without a warning indication, modify the aircraft landing gear anti-skid wiring system as follows in accordance with Convair Service Bulletin No. 32-37A revised February 26, 1963, or an FAA Western Region Engineering approved equivalent: (a) Add a test switch, relay socket, relay and harnesses; (b) replace the antiskid and light plastic panel, circuit board and plate; and (c) reroute the wiring. (Convair Service Bulletin No. 32-37A pertains to this same modification.) This directive effective October 28, 1963.
2019-22-07: The FAA is adopting a new airworthiness directive (AD) for all Bombardier, Inc., Model CL-600-2B19 (Regional Jet Series 100 & 440) airplanes, Model CL-600-2C10 (Regional Jet Series 700, 701 & 702) airplanes, Model CL-600-2D15 (Regional Jet Series 705) airplanes, Model CL-600-2D24 (Regional Jet Series 900) airplanes, and Model CL-600-2E25 (Regional Jet Series 1000) airplanes. This AD was prompted by a report that during Automatic Flight Control System (AFCS) ALTS CAP or (V) ALTS CAP mode, the flight guidance/autopilot does not account for engine failure while capturing an altitude. This AD requires revising the existing airplane flight manual (AFM) to include a limitation and an abnormal operating procedure for the AFCS. The FAA is issuing this AD to address the unsafe condition on these products.
61-22-02: 61-22-02 CANADAIR: Amdt. 355 Part 507 Federal Register November 1, 1961. Applies to all CL-44D4 aircraft. Compliance required as indicated. Failures have occurred on the main landing gear rotation lever P/N 4487528 on Model CL-44D4 aircraft. Failure of the lever can cause the landing gear to remain in "up" position when the lever is operated to lower the gear. The following must be accomplished pending the development and installation of a Canadian Department of Transport and FAA approved modification of the affected parts after which no further inspection will be required: (a) Within the next 45 hours' time in service unless already accomplished within the past 180 hours' time in service and at intervals not exceeding 225 hours' time in service thereafter conduct the dye penetrant inspection specified in Canadair Service Information Circular No. 27- CL-44D4 or FAA approved equivalent. Cracked levers must be replaced prior to further flight except for a ferry flightin accordance with the provisions of CAR 1.76. (b) Subsequent to the effective date of this AD, at intermediate intervals between dye penetrant inspections not exceeding each 45 hours' time in service, conduct a visual inspection of the affected part. Cracked levers must be replaced prior to further flight except for a ferry flight in accordance with the provisions of CAR 1.76. (c) Upon request of the operator an FAA maintenance inspector subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Eastern Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for such operator. This directive effective November 1, 1961.
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.