Results
2008-22-16: The FAA is adopting a new airworthiness directive (AD) for certain GE CT58 series turboshaft engines. This AD requires recalculating the lives of certain part numbered compressor spools using a new repetitive heavy lift (RHL) multiplying factor. This AD results from reports of cracks originating from the inner faces of the locking screw holes in the compressor spool. We are issuing this AD to prevent cracks due to RHL missions. Cracks could result in an uncontained rotor burst and damage to, or loss of, the helicopter and serious injuries to any person onboard.
2008-22-11: The FAA is adopting a new airworthiness directive (AD) for certain Hawker Beechcraft Corporation (HBC) Model 390 airplanes. This AD requires you to inspect hydraulic pump pressure output hose assemblies to determine if they are from the affected lots, inspect for hydraulic fluid leaks if the hose assemblies are from the affected lots, and replace all affected hose assemblies. This AD results from reports of hydraulic leaks from the hydraulic pump pressure output hose assemblies. We are issuing this AD to prevent leakage of hydraulic fluid from the pump output hose within the engine compartment, which could result in an in-flight fire.
95-10-09: This amendment adopts a new airworthiness directive (AD), applicable to Sikorsky Aircraft Model S-58 and S-58T series helicopters, that requires the removal and replacement of the transmission main gear box ring gear (ring gear) within certain time intervals, and establishes a retirement life for the ring gear. This amendment is prompted by reports of failures of the ring gear due to slow-growth fatigue cracks. The actions specified by this AD are intended to prevent failure of the ring gear, failure of the main transmission, and subsequent loss of control of the helicopter.
48-41-01: 48-41-01 CONVAIR: Applies to All Model 240 Aircraft. Compliance required as indicated. I. Inspect wing bulkhead flanges and stringers at their intersections in the fuel tank area for cracks and repair as necessary at each No. 2 inspection (or equivalent periodic inspection approximating 100 hours) until permanent repairs and rework are accomplished. II. Complete rework in accordance with CVAC Service Bulletin No. 240-166A dated September 27, 1948, or equivalent should be accomplished not later than the next engine change.
47-21-14: 47-21-14 REPUBLIC: (Was Mandatory Note 4 of AD-769-2.) Applies only to Model RC-3 Aircraft Serial Numbers 5 to 500, Inclusive. Compliance required at the next 25-hour inspection or by August 1, 1947, whichever occurs first. To prevent fouling of the lower elevator cable on the elevator balance weight in the tail boom, incorporate Republic SK-17-14052-2 in the lower elevator control cable system. This elevator control cable guide is installed on the cross channel, in the tail boom, with the existing bolts holding the two inboard rudder pulley brackets. (Republic Service Bulletin No. 14 dated March 31, 1947, covers the same subject.)
63-27-02: 63-27-02 GRUMMAN: Amdt. 655 Part 507 Federal Register December 19, 1963. Applies to All Model G-21 Series Aircraft. Compliance required as indicated. As a result of cracks found on the rod end fitting, P/N 12727-7 located at the aft end of the rudder control push rod assembly, P/N 12727-1, accomplish the following within 100 hours' time in service after the effective date of this AD, and thereafter at intervals not to exceed 100 hours' time in service from the last inspection. (a) Remove the rudder control push rod assembly, P/N 12727-1. This assembly consists of a tube with a fitting, P/N 12727-7, attached at each end. The length of the assembly is 20 1/2 inches from fitting center to fitting center. The rod assembly, used in conjunction with the left rudder pedals, is located below the pilot's compartment floor, the forward end approximately 2 1/2 inches below, and the aft end approximately 12 inches below . Laterally, the rod assembly is located approximately9 1/2 inches to the right of the aircraft's centerline. (b) Clean both rod end fittings, removing all grease and dirt. (c) Inspect both rod end fittings for cracks using a dye penetrant in conjunction with at least a 10-power magnifying glass, or an FAA approved equivalent inspection. (d) If a crack is found, that part shall be replaced in accordance with Grumman Drawing No. 12727 with a new part having the same part number, or an FAA approved equivalent before further flight. (e) 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 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. NOTE: It should be ascertained that the proper rudder control stop bolt, Grumman P/N G19-4-11, or anFAA approved equivalent bolt (having a smooth head) is presently installed in the pedal stop block (P/N 12779) which is part of the rudder and elevator torque shaft support assembly (P/N 12722) at Hull Station 11. This directive effective January 20, 1964.
2008-22-01: We are adopting a new airworthiness directive (AD) for various transport category airplanes. This AD requires deactivation of PATS Aircraft, LLC, auxiliary fuel tanks. This AD results from fuel system reviews conducted by the manufacturer, which identified unsafe conditions for which the manufacturer has not provided corrective actions. We are issuing this AD to prevent the potential of ignition sources inside fuel tanks, which, in combination with flammable fuel vapors, could result in fuel tank explosions and consequent loss of the airplane.
91-24-06: 91-24-06 SAAB-SCANIA: Amendment 39-8092. Docket No. 91-NM-132-AD. Applicability: Model SF-340A series airplanes, Serial Numbers 004 through 159; and Model SAAB 340B series airplanes, Serial Numbers 160 through 200; certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent the cowling doors from opening during flight, accomplish the following: (a) Within 90 days after the effective date of this AD, inspect and measure the Avibank latches on the nacelle forward cowling doors 7271110- 501/601, in accordance with SAAB Service Bulletin 340-71-035, Revision 1, dated December 18, 1990. (1) If the measurement is within the limits specified in Figure 2 of the service bulletin, no further action is required. (2) If the measurement is outside the limits specified in Figure 2 of the service bulletin, prior to further flight, install new latch triggers in accordance with paragraph 2.C. of the service bulletin.(b) An alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM- 113, FAA, Transport Airplane Directorate. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Standardization Branch, ANM-113. (c) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. (d) The inspection and replacement requirements shall be done in accordance with SAAB Service Bulletin 340-71-035, Revision 1, dated December 18, 1990. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from SAAB-Scania AB, Product Support, S-581.88, Linkoping, Sweden. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington; or at the Office of the Federal Register, 1100 L Street N.W., Room 8401, Washington, D.C. This amendment (39-8092, AD 91-24-06) becomes effective on January 7, 1992.
47-43-08: 47-43-08 CESSNA: (Was Service Note 6 of AD-768-5.) Applies to All 120 and 140 Aircraft Equipped With Beech R003 Propeller Having R003-201 Blades and Continental C-85 Series Engine. Compliance required prior to January 1, 1948, and thereafter upon completion of each 25 hours of operation. Remove the R003-201 propeller blades and visually inspect the propeller blade retainer ferrule for cracks at the fillet joining the cylindrical outer surface of the ferrule with the retaining face of the flange. Particular caution should be exercised not to injure or contaminate the thrust bearing which must be pressed away from the flange for the inspection. The propeller manufacturer's assembly and service instructions are to be followed during disassembly and reassembly of the propeller. If any indication of a crack is found, both blades should be replaced with the R003-225 blades. The 25-hour inspection may be discontinued if R003-225 blades are installed. The R003-225 blades are sufficiently similar to the R003-201 blades to be considered aerodynamically interchangeable in the same diameter without a flight test. (Beech Aircraft Co. propeller Service Letter No. 1 covers this same subject.)
63-20-03: 63-20-03 DOUGLAS: Amdt. 617 Part 507 Federal Register September 14, 1963. Applies to All DC-6, DC-6A, and DC-6B Aircraft, Except Serial Number 44430 (Fuselage No. 500) and Subsequent. \n\n\tCompliance required as indicated. \n\n\tThere have been several instances of cracks causing failure of the lower center spar caps at Station 121, as well as cracking of the wing skin in the same area. Accordingly, the following shall be accomplished: \n\n\t(a) Within 100 hours' time in service after the effective date of this AD, unless already accomplished within the last 400 hours' time in service, visually or X-ray inspect for cracks in the lower center spar cap and the surrounding wing skin area from the inboard side of Numbers 2 and 3 engine nacelles inboard to Station 114.500 and from the outboard side of Number 2 and 3 engine nacelles outboard to Station 184.000. (For X-ray inspection see X-ray procedures and information as described in Figure 2 in Douglas Alert Service Bulletin No. A-849, Reissue No. 1, dated October 1, 1962.) Pay particular attention to the area around the end attachments through the splice fittings. Reinspect at intervals not to exceed 500 hours' time in service from the last inspection. \n\n\t(b) If cracks are found in the lower spar cap, replace the part or repair it in accordance with a method approved by the Chief, Engineering and Manufacturing Branch, FAA Western Region, before further flight, except for a ferry flight in accordance with CAR 1.76. When the new spar cap is installed, the original splice may be reworked or replaced with a redesigned splice. The rework instructions and redesign data are described in Accomplishment Instructions, Parts II and III, respectively, of Douglas Alert Service Bulletin No. A-849, Reissue No. 1, dated October 1, 1962. Also, the splice may be reworked or replaced with a new splice in accordance with a method approved by the Chief, Engineering and Manufacturing Branch, FAA Western Region. If cracks arefound in the surrounding skin area as set forth in (a), the skins shall be replaced or reworked in accordance with the manufacturer's instructions as authorized in Part I, paragraph (2), of Douglas Alert Service Bulletin No. A-849, Reissue No. 1, dated October 1, 1962, or a method approved by the Chief, Engineering and Manufacturing Branch, FAA Western Region. \n\n\t(c) The repetitive inspection specified in (a) may be temporarily discontinued for a period not to exceed 4,000 hours' time in service on those aircraft on which the temporary rework, described in Accomplishment Instructions, Part II of Douglas Alert Service Bulletin No. A-849, Reissue No. 1, dated October 1, 1962, is accomplished. The 4,000 hour temporary discontinuance period will be computed as starting at the time of the temporary rework accomplishment. If the preventive rework as described in (d) is not accomplished prior to the end of the 4,000 hours' time in service period, the repetitive inspection of (a) must bereinstituted and the first reinspection accomplished prior to the expiration of the 4,000 hour period. \n\n\t(d) The special inspections described in (a), (b), and (c) may be discontinued when a specific area as described in (a) has been reworked with the preventive rework as outlined in Accomplishment Instructions, Part III of Douglas Alert Service Bulletin No. A-849, Reissue No. 1, dated October 1, 1962. \n\n\t(e) Upon request of the 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\t(Douglas Alert Service Bulletin No. A-849, Reissue No. 1, dated October 1, 1962, covers the same subject.) \n\n\tThis directive effective October 15, 1963. \n\n\tRevised November 21, 1963.
2008-21-07: 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: Three in-service propellers have been found to have blades which have lost the bonded metallic leading edge guard. If the leading edge guard comes off as the propeller turns, it could cause secondary damage to aircraft or injury to personnel. For the reasons described above, EASA issued Emergency AD 2007-0223-E to require repetitive inspections of the blade Leading Edge (L/E) guards for correct bonding until they accumulate more than 1,200 flight hours (FH) time in service. This AD requires actions that are intended to address the unsafe condition described in the MCAI, which could result in the loss of the bonded metallic leading edge guard, and could result in damage to the airplane or injury to personnel.
93-17-12: 93-17-12 BELL HELICOPTER TEXTRON, INC. (BHTI): Amendment 39-8683. Docket No. 92-ASW-49. Supersedes AD 92-11-07, Amendment 39-8257. Applicability: Model 204B, 205A, 205A-1, 205B, 212, and 412 helicopters, with main rotor transmission lower planetary spider (spider), part number (P/N) 204-040-785-003, installed, certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent fatigue failure of the spider, which could result in failure of the main transmission and subsequent loss of control of the helicopter, accomplish the following: (a) Within the next 600 hours' time-in-service (TIS) after the effective date of this AD, unless previously accomplished within the last 2,500 hours' TIS, and thereafter at intervals not to exceed 3,100 hours' TIS from the last magnetic particle inspection (MPI), remove the spider and perform an MPI for cracks in accordance with the pertinent BHTI maintenance, repair, and overhaul manuals. (b) Replace any cracked spider with an airworthy part prior to further flight. (c) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used when approved by the Manager, Rotorcraft Certification Office, FAA, Rotorcraft Directorate. Operators shall submit their requests through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Rotorcraft Certification Office. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Manager, Rotorcraft Certification Office. (d) Special flight permits may be issued in accordance with sections 21.197 and 21.199 of the Federal Aviation Regulations (14 CFR 21.197 and 21.199) to operate the helicopter to a location where the requirements of this AD can be accomplished. (e) This amendment becomes effective on July 29, 1994.
48-09-01: 48-09-01 DOUGLAS: Applies to C-54 and DC-4 Aircraft. \n\n\tTo be accomplished not later than April 15, 1948. \n\n\tBecause of the hazards involved, the transfer of fuel between tanks must be prohibited. The following placard shall be installed in the cockpit in full view of the pilots: \n\n\t"Fuel cross-feed system not intended for transferring fuel from one tank to another and should not be used for this purpose. When using crossfeed system, turn off tank(s) not in use." \n\n\tIn addition to the placard, the FAA Approved Flight Manual must be revised to incorporate proper fuel system operation procedures in accordance with the above placard. Approved Flight Manual pages may be obtained from the airplane manufacturer.
63-15-02: 63-15-02 DE HAVILLAND: Amdt. 588 Part 507 Federal Register July 23, 1963. Applies to All Model DH 114 Aircraft. Compliance required within 200 hours' time in service after the effective date of this AD. Because of instances of fatigue failure of the bolt, P/N 4W.1121, which attaches the flap jack attachment shackle to the wing, replace the bolt with a new special bolt P/N 14W.5835 in accordance with a de Havilland Heron Modification No. 1498. (de Havilland TNS Series Heron (114) No. C.F.7 Issue 1 dated December 31, 1962, and de Havilland Modification News Sheet No. Heron 1498 dated January 1, 1963, cover this subject.) This directive effective August 22, 1963.
2008-21-04: The FAA is adopting a new airworthiness directive (AD) for certain Hawker Beechcraft Corporation Model 390 airplanes. This AD requires you to modify the cabin barometric pressure switch and cabin altitude high switch installations and perform a functional test of the switches and related systems. This AD results from the possibility of barometric pressure switch electrical connections being incorrectly connected or inadvertently disconnected. We are issuing this AD to modify the cabin barometric pressure switch and cabin altitude high switch to prevent them from becoming incorrectly connected or inadvertently disconnected, which may result in no CABIN ALT HI annunciation in the cockpit and no automatic deployment of the cabin oxygen masks. This failure could lead to incapacitation of the crew due to hypoxia with possible inability to control the airplane.
47-22-01: 47-22-01 LUSCOMBE: (Was Mandatory Note 12 of AD-694-4.) Applies Only to Model 8 Series Aircraft Equipped With Edo 60-1320 Floats. Compliance required immediately if possible but in any event not later than August 1, 1947. All seaplanes should be inspected to determine whether the bulkhead reinforcements of Luscombe Drawing 48701 are presently installed at fuselage Station 4 (rear float strut attachment. If not, those reinforcements shown on Luscombe Drawing 58730 must be installed to insure the structural integrity of the float installation. Each seaplane should also be inspected to determine conformity of Model 8A with Luscombe Drawing 58700 and Models 8C and 8D with Luscombe Drawing 58725
48-02-04: 48-02-04 DOUGLAS: Applies to DC-6 Serial Numbers 42854 Through 42880; 42882 Through 42896; 43000 Through 43017; 43035 Through 43038; 43055; 43056; 43062, and 43063. \n\nCompliance required by the next No. 3 inspection. \n\nTo prevent the brake lining from becoming wedged between brake disc and housing, replace the present adjustment pin Goodyear P/N 511940-1 and spring plate Goodyear P/N 512139 by the single piece adjusting pin Goodyear P/N 9510744. \n\n(Douglas Service Bulletin DC-6 No. 90 covers this same subject.)
47-13-02: 47-13-02 TAYLORCRAFT: (Was Service Note 1 of AD-696-3.) Applies to Models BC-65, BCS-65, BC12-65, BCS12-65, BC12-D, BCS12-D, BCS12-D1 Aircraft. Inspection required each 25 hours of engine operation. This inspection applies only to fuel hose bearing white dash lines and having end fittings marked "CAA, SNA (date)". Examine the two flexible fuel lines to determine whether the hose inner liner has collapsed or failed thus causing a restriction to the flow of fuel. Particular attention should be given to the hose close to the fittings on the fuel strainer. Defective hose appears soft or spongy when squeezed with the fingers. Any defective hose is to be replaced immediately. (This information is contained, in part, in Taylorcraft Service Bulletin No. 60 dated June 14, 1946.)
48-02-05: 48-02-05 DOUGLAS: Applies to DC-6 Serial Numbers 42854 Through 42880; 42882 Through 42884; 43000 and 43001. \n\nCompliance required by the first engine change after March 1, 1948. \n\nTo prevent the hot exhaust burning through the exhaust stack recess sheet on the upper and lower outboard accessory cowling, remove the present shield on the inboard side of the cowling and install a screw fastened exhaust chute of 0.042-thickness corrosion resistant steel sheet on the outboard side of the recess sheet. An air gap must exist between the exhaust chute and the recess sheet to allow a flow of ram air for heat dissipation. \n\n(Douglas Service Bulletin DC-6 No. 30 covers this same subject.)
2008-21-05: The FAA is superseding an existing airworthiness directive (AD), which applies to certain Boeing Model 767-200, -300, and -400ER series airplanes. That AD currently requires an inspection to determine if the door-mounted escape slide/rafts have certain part numbers. This new AD does not retain that requirement. This new AD continues to require an inspection for excessive tension of the firing cable, and procedures for providing slack in the firing cable or rerouting the firing cable if necessary. For certain airplanes, this new AD also requires a review of the airplane maintenance records to determine if a certain service bulletin has been incorporated, or an inspection to determine if certain door-mounted escape slide/rafts are installed. This new AD also requires modification of certain escape slide/rafts. This AD results from reports of uncommanded inflation inside the airplane of a door-mounted escape slide/raft located in the passenger compartment. We are issuing this ADto prevent injury to maintenance personnel, passengers, and crew during otherwise normal operating conditions and to prevent interference with evacuation of the airplane during an emergency, due to uncommanded inflation of a door-mounted escape slide/raft. \n\n\nDATES: This AD becomes effective November 13, 2008. \n\tThe Director of the Federal Register approved the incorporation by reference of a certain publication listed in the AD as of November 13, 2008. \n\tOn June 30, 2005 (70 FR 34638, June 15, 2005), the Director of the Federal Register approved the incorporation by reference of a certain other publication.
70-05-05: 70-05-05 AMERICAN AVIATION: Amdt. 39-950. Applies to Model AA-1 aircraft, Serial Nos. AA-1-0001 through AA-1-0159. Compliance required within the next 10 hours in service after the effective date of this Airworthiness Directive, unless already accomplished, and thereafter at intervals not to exceed 50 hours in service from the last inspection, except as provided in paragraph 3. To preclude the possibility of exhaust fumes from entering the cabin heat system due to undetected cracks in the muffler, accomplish the following: 1. Inspect muffler and shroud assembly (P/N 14-504001) for cracks particularly in the area adjacent to all welds inside the shroud at the transition between the muffler and the tailpipe. If visual inspection is not possible, pressure test for leaks in accordance with AC 43.13- 1, Chap 14, Section 3, paragraph 287D. If cracks are found in the muffler tailpipe or the muffler shroud they should be repaired by an inert gas-shielded arc welding process such as Heliarc. (Muffler material is AISI 321 stainless steel and shroud material is AISI 304 stainless steel). Accomplish above inspection and necessary repairs in accordance with Advisory Circular 43.13- 1, Chap. 14, Section 3, paragraph 387 and 388. 2. Check alignment between rigid brace P/N 503008-501 and tailpipe to insure that tailpipe is not stressed when brace is installed. 3. The repetitive 50 hour inspection requirement of the exhaust system may be omitted if the aircraft has been altered by installation of a new muffler, Turbo system P/N 099001-113, with the rigid brace. (American Aviation Service Bulletin No. 116 dated 9 January 1970 covers this same subject) This amendment is effective March 13, 1970.
46-41-01: 46-41-01 BELLANCA: (Was Mandatory Note 2 of AD-773-5.) Applies to Models 14-13, 14-13-2 Serial Numbers 1060 to 1111, Inclusive. Compliance required prior to November 15, 1946. Replace rudder bellcrank (Bellanca P/N 9817) located at the left and right ends of the rudder torque tube with parts furnished by the manufacturer which are stamped "heat-treat" in ink. (Bellanca Service Bulletin No. 2 dated August 26, 1946, covers this same subject.)
71-24-09: 71-24-09 BEECH: Amendment 39-1347. Applies to Model 56TC (Serial Numbers TG-1 thru TG-76) Airplanes. Compliance: Required as indicated, unless already accomplished. To provide information reflecting applicable operating limitations and margin between maximum structural cruising speed and never exceed speed, within the next 50 hours' time in service after the effective date of this AD, revise placards and change airspeed indicator marking as follows: 1) Install placard at lefthand cabin side, adjacent to ignition switch panel reading: "This airplane must be operated as a Normal Category airplane in compliance with the operating limitations stated in the form of placards, markings and manuals (Pilot's Check List). Occupied seats must be in upright position during takeoff and landing. Maximum weight 5990 lb. No acrobatic maneuvers including spins approved. Max. speed w/landing gear extended (normal) (TG-1 thru TG-71) - 165 m.p.h. (143 knots) (TG-72 and up) - 175 m.p.h. (152 knots) Max. speed with flaps extended (15 degrees down) - 175 m.p.h. (152 knots) Max. speed with flaps extended (normal) - 144 m.p.h. (125 knots) Max. design maneuver speed - 183 m.p.h. (159 knots) Minimum control speed single engine - 97 m.p.h. (84 knots) Max. structural cruising speed (S.L. to 20,000 ft. alt.) - 233 m.p.h. (202 knots) Max. structural cruising speed (25,000 ft. alt.) - 222 m.p.h. (193 knots) Max. structural cruising speed (30,000 ft. alt.) - 214 m.p.h. (186 knots) Never exceed speed (S.L. to 20,000 ft. alt.) - 262 m.p.h. (227 knots) Never exceed speed (25,000 ft. alt.) - 249 m.p.h. (216 knots) Never exceed speed (30,000 ft. alt.) - 240 m.p.h. (208 knots) 2) Install placard on floating instrument panel near airspeed indicator reading: "See limitations placard for 'max. structural cruise' and 'never exceed limits'." 3) Re-mark airspeed indicator to extend yellow arc from 240 m.p.h. to 233m.p.h. so that green arc does not enter this range. Beechcraft Service Instruction No. 0173-016 considers this subject. This amendment becomes effective November 30, 1971.
63-03-01: 63-03-01 BOEING AND DOUGLAS: Amdt. 532 Part 507 Federal Register February 5, 1963. Applies to Boeing Models 707-100B, 707-300B, and 720-000B Series Aircraft, and to Douglas DC-8-50 Series Aircraft With Pratt & Whitney JT3D Series Engines. \n\n\tCompliance required within the next 4,000 hours' time in service after the effective date of this AD, unless already accomplished. \n\n\tClogging of engine main oil filters by foreign matter has caused lubrication system malfunctions which have resulted in engine mechanical failures affecting safety of flight. To prevent such failures, accomplish the following: \n\n\t(a)\tFor Pratt & Whitney JT3D Series engines with serial numbers listed in Pratt & Whitney Engine Service Bulletin No. 327 dated January 8, 1962: \n\n\t\t(1)\tModify the engine oil filter assembly to provide for the installation of a differential pressure switch between the bypass port and the filter drain port, and provide an additional spring in the bypass valve to increase the pressure at which bypass occurs, in accordance with Service Bulletin No. 327, or FAA approved equivalent. \n\n\t\t(2)\tInstall a pressure switch across the engine main oil system filter, set to be actuated when the differential pressure between the inlet and outlet ports reaches a value of approximately 50 p.s.i. This change shall be accomplished in accordance with Boeing Service Bulletin No. 1586 dated April 11, 1962, for Boeing aircraft, and in accordance with Douglas Service Bulletin No. 79-11 (to be issued later) for DC-8 aircraft, or FAA approved equivalent. Prior or concurrent incorporation of (a)(1) is required with this change. \n\n\t(b)\tFor Boeing Models 707-100B, 707-300B, and 720-000B Series aircraft with serial numbers listed in Boeing Service Bulletin No. 1586 dated April 11, 1962, and for Douglas DC-8-50 Series aircraft listed in Douglas Service Bulletin DC-8 No. 79-11 (to be issued later): \n\n\t\t(1)\tProvide means in the cockpit to give corresponding indication of the actuationof the differential pressure switch on each engine in accordance with Boeing Service Bulletin No. 1586 for Boeing aircraft, and in accordance with Douglas Service Bulletin 79-11 for DC-8 aircraft, or FAA approved equivalent. \n\n\tNOTE: Any person may submit an equivalent means of compliance with the objective of this directive. Such equivalent means shall be submitted to FAA, Western Region, Attention, Chief, Engineering and Manufacturing Branch, for evaluation and approval. Adequate substantiation of equivalency will be required. If approved, the equivalent means, when accomplished, shall be deemed as compliance with (a) and (b). The objective of this directive is to provide means of preventing serious mechanical damage to engines which would affect safety of flight as a result of lubrication failure of engine main bearings. \n\n\t(c)\tWhen the modifications prescribed in (a) and (b) are accomplished or when an equivalent means of compliance is approved and accomplished, the engine oil filter inspections prescribed by AD 61-24-01 are no longer required. \n\n\t(d)\tAppropriate revisions to the FAA Airplane Flight Manual covering procedures required in connection with devices installed shall be prepared and submitted to FAA, Western Region, Attention, Chief, Engineering and Manufacturing Branch, for approval. \n\n\tThis directive effective March 7, 1963.
62-27-04: 62-27-04 DOUGLAS: Amdt. 520 Part 507 Federal Register December 20, 1962. Applies to DC-8 Standard Leading Edge Aircraft Powered With Pratt & Whitney JT3C, JT4A or Conway Engines. \n\n\tNOTE: Does not apply to aircraft with extended leading edge and to JT3D powered aircraft with standard leading edge. \n\n\tCompliance required as indicated. \n\n\tAs a result of failure of the upper inboard spar cap structure of the outboard pylons, accomplish the following: \n\n\t(a) Unless already accomplished within the last 425 hours' time in service, within the next 25 hours' time in service, inspect upper inboard spar cap structure of the outboard pylon for evidence of cracks. Gain access to the area to be inspected by removing the pylon leading edge nose cap between Station YOP 214 and 244 and access doors numbers 110, 113, 411, and 414. Using close visual or dye penetrant methods, inspect the upper inboard cap and adjacent structure for cracks in the area of Station YOP 230 and at the edgesof support fitting P/N 3647306-501. \n\n\t(b) If cracks are found, repair in accordance with Douglas Drawing 5776811 or FAA approved equivalent, prior to further flight. \n\n\t(c) If no cracks are found the inspections outlined in (a) must be repeated at periods not to exceed 500 hours' time in service from the last inspection. \n\n\t(d) The repetitive inspections may be discontinued on aircraft repaired in accordance with Douglas Drawing 5776811 and on aircraft modified to incorporate preventive rework accomplished in accordance with FAA engineering approved technical data. \n\n\t(e) Upon request of the 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\t(Douglas DC-8 Alert Service Bulletin A54-33, Revision No. 2, dated January 24, 1964, covers this same subject.) \n\n\tThis directive effective upon publication in the Federal Register for all persons except those to whom it was made effective immediately by telegram dated November 21, 1962. \n\n\tRevised June 8, 1963. \n\n\tRevised June 23, 1964.