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64-06-01: 64-06-01 BEECH: Amdt. 703 Part 507 Federal Register March 11, 1964. Applies to All Model 23 Aircraft Prior to Serial Number M-555 Except Serial Number M-1. Compliance required within 10 hours' time in service after the effective date of this AD, unless already accomplished. Failures of the cabin heater/muffler weld assembly, Beech P/N 169-950010-21, have occurred. Such failures can cause hazardous quantities of carbon monoxide to enter the cabin when cabin heat is used. To preclude carbon monoxide contamination of cabin air, accomplish either of the following: (a) Install a stainless steel dam around the exhaust tube between the muffler assembly and heater shroud assembly in accordance with Beechcraft Service Bulletin No. 64-1 dated January 13, 1964; or (b) Render the cabin heat and windshield defrost system inoperative by positively securing in the closed position the sliding doors of both the cabin heat and the defrost valves in the airplane firewall. This directive effective March 17, 1964.
2005-16-09: The FAA is superseding an existing airworthiness directive (AD), which applies to certain Learjet Model 23, 24, 25, 35, and 36 airplanes. That AD currently requires repetitive inspections to detect deterioration of both flappers of the tip tank in each wing of the airplane, and various follow-on actions. The existing AD also requires replacing the flappers with new flappers, and repetitively performing certain other follow-on actions. This new AD requires an inspection of the flappers and flapper assemblies of the tip tank in each wing or a review of the airplane maintenance records to determine the part numbers, and replacement of certain flappers or flapper assemblies if necessary, which ends the existing repetitive inspections. This AD results from numerous continual inspections and the approval of a new, improved flapper and flapper assembly. We are issuing this AD to prevent significant reduction in the lateral control of the airplane due to imbalance of the fuel loads inthe wings of the airplane. DATES: Effective September 13, 2005. The Director of the Federal Register approved the incorporation by reference of Bombardier Service Bulletin SB 23/24/25-28-7, Revision 2, dated May 9, 2001; and Bombardier Service Bulletin SB 35/36-28-14, Revision 2, dated May 9, 2001; as of September 13, 2005. On December 27, 1995 (60 FR 63617, December 12, 1995), the Director of the Federal Register approved the incorporation by reference of Learjet Service Bulletin SB 23/24/25-28-2, dated October 6, 1995; and Learjet Service Bulletin SB 35/36-28-10, dated October 6, 1995.
86-12-04: 86-12-04 BOEING: Amendment 39-5320. Applies to Model 737 series airplanes, certificated in any category, as listed in Boeing Service Bulletin 737-55-1034, dated April 12, 1985. \n\n\tTo detect cracking in the horizontal stabilizer center section rear spar upper chord, accomplish the following prior to the accumulation of 50,000 landings; or prior to the accumulation of 50,000 landings after chord replacement; or prior to the accumulation of 35,000 landings after modification in accordance with Boeing Service Bulletin 737-55-1034, Part II, dated April 12, 1985; or within 500 landings after the effective date of this AD; whichever occurs latest, unless accomplished within the last 4,000 landings: \n\n\tA.\tEddy current inspect the horizontal stabilizer center section rear spar upper chord for cracks in the areas of each beam gusset plate in accordance with the Flight Safety Inspection Program in Boeing Service Bulletin 737-55-1034, dated April 12, 1985, or later FAA-approved revisions.Repeat the inspections at intervals not to exceed 4,500 landings. \n\n\tB.\tIf cracks are found in the horizontal stabilizer center section rear spar upper chord, repair in accordance with Part II, or replace in accordance with Part III, of the Accomplishment Instructions in Boeing Service Bulletin 737-55-1034, dated April 12, 1985, or later FAA-approved revisions. Resume the inspections required by paragraph A., above, no later than 9,000 landings after repair, or 50,000 landings after replacement, as appropriate. \n\n\tC.\tFor purposes of complying with this AD, subject to acceptance by the assigned FAA Maintenance Inspector, the number of landings may be determined by dividing each airplane's hours time in service by the operator's fleet average time from takeoff to landing for the airplane type. \n\n\tD.\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 and/or modifications required by this AD. \n\n\tE.\tAn alternate means of compliance or adjustment of the compliance time, which provide an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tAll persons affected by this directive who have not already received the appropriate service bulletin from the manufacturer may obtain copies upon request to the Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. This document may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment becomes effective June 30, 1986.
57-05-04: 57-05-04 PRATT & WHITNEY: Applies to All Wasp Jr. and Military R-985 Series Engines, Except Those Used in Helicopters. Compliance required at next overhaul. It has been found that an earlier AD was not effective in preventing crankshaft cracking at the thrust nut threads and possible loss of the propeller in flight as failures of these crankshafts are still occurring. Increased strength afforded the old design crankshaft by the rework on (1) has been determined to be necessary to raise the level of safety of these engines. This rework included the smoothly blended thread roots and a closely controlled undercut depth and the special inspections and shotpeening as required by AD 56-26-03. At the next overhaul, accomplish either (1) or (2): 1. Except for the new design crankshafts noted in (2), or those marked "14F-56" at the front end between the locking holes for the propeller retaining nut, the crankshaft is to be subjected to a special magnetic inspection procedure, shadowgraph inspection, necessary radius in the thread root, and shotpeening of the thrust bearing nut threaded area. Because of the special equipment and techniques involved, only those activities approved by P&W will be able to accomplish this rework, inspection, and shotpeening. Interested parties should contact Technical Supervisor, Service Department, Pratt & Whitney Aircraft, East Hartford 8, Conn., for approval and detail instructions. Crankshafts reworked in accordance with these special instructions can be identified by the marking 14F-56 on the front end near the propeller retaining nut locking holes. 2. New design crankshafts which can be identified by P/N 261278, 261279, or 264164 on the front end near the propeller retaining nut locking holes may be installed. These crankshafts incorporate roll hardened threads and these threads should not be reworked. NOTE: - In the event of oil leakage in the front section of the engine during any operation, immediately conduct thefollowing inspection: (1) Remove the propeller, thrust nut cover, nut, slinger and spacer. (2) Carefully clean the area to be inspected. (3) Using a dye penetrant and a 6- to 10-power optical glass, check for the presence of cracks. If any crack is found, the crankshaft must be replaced. (P&W Service Bulletin No. 1488, dated October 10, 1956, covers this subject.) This supersedes AD 56-26-03.
64-06-06: 64-06-06 PIPER: Amdt. 696 Part 507 Federal Register March 5, 1964. Applies to All Model PA-28 Aircraft, Serial Numbers 28-1 to 28-868 Inclusive, with Control Wheel Assembly, P/N 62818, Installed. Compliance required as indicated. To preclude failure of the control wheel, accomplish the following: (a) Within 50 hours' time in service after the effective date of this AD: (1) Remove the Piper medallion from the face of the control wheel. (2) Inspect the control wheel for cracks in the hub front and back, and in the area of the retaining pin, using dye penetrant in conjunction with at least a 5-power magnifying glass, or FAA approved equivalent inspection method. (3) Sand any suspected area with crocus cloth or equivalent to remove any mold marks and reinspect as in (2). (b) If no cracks are found, or if the total cumulative length of all cracks found does not exceed 3/16 inch, repeat the inspection in (a) at intervals not exceeding 100 hours'time in service. (c) If the total cumulative length of all cracks found exceeds 3/16 inch, but does not exceed 3/8 inch, replace the assembly with a new control wheel assembly, P/N 62824 or P/N 62818, within the next 50 hours' time in service. (d) If the total cumulative length of all cracks found exceeds 3/8 inch, replace the assembly, as in (c), within 10 hours' time in service. (e) When a new control wheel assembly, P/N 62824, is installed, this AD is no longer applicable. (f) When a new control wheel assembly, P/N 62818, is installed, accomplish the inspections per paragraph (a) at intervals of 100 hours' time in service. (Piper Service Letter No. 396 on the Model PA-28 pertains to this same subject.) This directive effective April 6, 1964.
2018-10-08: We are superseding Airworthiness Directive (AD) 2016-09-05, which applied to certain The Boeing Company Model 717-200 airplanes. AD 2016-09-05 required a detailed inspection for distress of the vertical \n\n((Page 22590)) \n\nstabilizer leading edge skin, and related investigative and corrective actions if necessary. It also required, for certain airplanes, repetitive inspections of the front spar cap for any loose or missing fasteners, or any cracking, and related investigative and corrective actions if necessary. This AD requires repetitive inspections for distress, cracking, and loose or missing fasteners in the vertical stabilizer leading edge skin and front spar cap, with new compliance times for certain airplanes. This AD was prompted by reports of cracking in the leading edge of the vertical stabilizer and front spar web. We are issuing this AD to address the unsafe condition on these products.
68-16-01: 68-16-01 HAWKER SIDDELEY: Amendment 39-626. Applies to all Series of Model DH- 125 airplanes. Compliance required as indicated, unless already accomplished. To prevent engine flameouts during icing conditions, within the next 15 hours' time in service after the effective date of this AD, or before further flight into known or predicted icing conditions, whichever occurs first, install a placard on the flight instrument panel in clear view of the pilot reading as follows: "TURN ENGINE RELIGHT SWITCH ON WHEN OPERATING ENGINE ANTI- ICING SYSTEM." This supersedes Amendment 39-549 (33 F.R. 2504), AD 68-03-02. This amendment becomes effective August 5, 1968.
2005-16-03: The FAA is adopting a new airworthiness directive (AD) for certain Bombardier Model DHC-7-100, DHC-7-101, DHC-7-102, and DHC-7-103 airplanes. This AD requires revising the Airworthiness Limitations section of the Instructions of Continued Airworthiness to include a new, lower life limit for lower wing skins. This AD results from the discovery that, during the manufacture of the lower wing skins, score marks may have been accidentally inscribed around the edge of the lower wing skin doublers. We are issuing this AD to prevent fatigue cracks from developing at the score marks in the lower wing skins, which could result in the structural failure of the wing.
68-06-04: 68-06-04 BRITISH AIRCRAFT: Amendment 39-567. Applies to Model BAC 1-11 200 and 400 Series airplanes. Within the next 300 hours' time in service after the effective date of this AD, unless already accomplished, install "P" clips, P/N VGS 6750-2, to the static inverter panel, in accordance with British Aircraft Corporation BAC 1-11 Service Bulletin No. 34-PM 2709, Revision 1, or later ARB-approved issue, or an FAA-approved equivalent. This amendment becomes effective March 26, 1968.
69-19-05: 69-19-05 DORNIER INTERNATIONAL GmbH: Amdt. 39-840. Applies to Dornier Model DO-28D-1 airplanes, Serial Numbers 4002 through 4019. To prevent possible jamming of the elevator control, accomplish the following: (a) Within the next 10 hours time in service after the effective date of this AD, unless already accomplished, visually inspect the elevator control bellcrank for lateral displacement of the rubber grommet eye on the bushing, in accordance with Dornier Service Bulletin No. 001-1403 dated 12 May 1969 or an FAA-approved equivalent. (b) If the displacement of rubber grommet eye on the bushing is found to be 0.10 inches or more, before further flight, rework the bushing P/N 28.01.403-040.10 in accordance with Dornier Service Bulletin No. 001-1403, dated 12 May 1969 or an FAA-approved equivalent. (c) If the displacement of rubber grommet eye on the bushing is found to be less than 0.10 inches, within the next 100 hours time in service after the effective dateof this AD, unless already accomplished, rework the bushing P/N 28.01.403-040.10 in accordance with Dornier Service Bulletin No. 001-1403, dated 12 May 1969 or an FAA-approved equivalent. This amendment becomes effective September 15, 1969.