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71-26-01: 71-26-01 BOEING: Amdt. 39-1362 as amended by Amendment 39-1387. Applies to Model 727 series airplanes listed in Boeing Service Bulletin 32-196, dated 16 September 1971, and Revision 1, dated 24 November 1971, or later FAA approved revisions, incorporating main landing gear actuator beam support link shaft P/N 69-19167-1 and -2. \n\n\tCompliance required as indicated: \n\tTo detect cracks in the main landing gear actuator beam support link shaft, accomplish the following: \n\n\t(a)\tFor all shafts which have accumulated 12,000 or more landing cycles on or after 25 January 1972, inspect the shaft within the next 1000 landings after 25 January 1972, unless already accomplished within the last 1000 landings, and thereafter at intervals not to exceed 2000 landings since the last inspection, per (b) below, until the shaft is replaced or reworked per (c) and (d) below. \n\t(b)\tInspect the shaft in accordance with Boeing Service Bulletin 32-196, Revision 1, dated 24 November 1971, or later FAA approved revisions, or an equivalent inspection approved by the Chief, Aircraft Engineering Division, FAA, Western Region. If evidence of a crack is found, replace the shaft, prior to further flight, with shaft P/N 69-19167-3 or with a shaft that (1) has accumulated less than 12,000 landing cycles, or (2) has been previously inspected per this AD, and found to be uncracked, or (3) has been reworked per (c) below. \n\t(c)\tRework or replace shafts per Boeing Service Bulletin 32-196, Revision 1, dated 24 November 1971, or later FAA approved revisions, or an equivalent rework approved by the Chief, Aircraft Engineering Division, FAA, Western Region. \n\t(d)\tWithin 16,000 landings after such rework per (c) above, replace all shafts with acceptable shafts as identified in (b) above. Identify the shafts replaced so as to prevent inadvertent return to service. \n\t(e)\tFor the purpose of this AD, when conclusive records are not available to show the number of landings accumulated by a particular shaft, the number of landings may be computed by dividing the airplane time in service since the shaft was installed in the airplane by the operator's fleet average time per flight for his model 727 airplanes. \n\t(f)\tInspections prescribed by this AD do not apply to new replacement shafts P/N 69- 19167-3 installed on Boeing 727 aircraft. \n\n\tAmendment 39-1362 became effective January 25, 1972.\n\tThis Amendment 39-1387 becomes effective February 4, 1972.
64-15-03: 64-15-03 MCDONNELL DOUGLAS: Amendment 757 Part 507 Federal Register July 7, 1964 as amended by Amendment 801 (29 F.R. 12068), is further amended by Amendment 39-1287. Applies to Model DC-8 Series Aircraft (Except Model DC-8F). \n\n\tCompliance required as indicated. \n\n\tRecent fatigue cycle testing of some flap system components has shown a need to establish new service life limits. Accordingly, the following flap system components must be retired in accordance with applicable schedules specified herein: \n\n\t(a) Flap cylinder rod end bearing P/N 4648686-501, Station X(subscript w) = 97.906 and Station X(subscript F) #219.498. \n\n\t\t(1) Part Number 4648686-501 with more that 12,000 hours' time in service or more than 4,300 landings on the effective date of this AD shall be retired from service within 500 hours' time in service after the effective date of this AD. \n\n\t\t(2) Part Number 4648686-501 with 12,000 or less hours' time in service and 4,300 or less landings on the effective date of this AD, and parts installed subsequent to the effective date of this AD shall be retired prior to the accumulation of 12,500 hours' time in service or 4,500 landings, whichever occurs first. \n\n\t(b) Flap cylinder rod end bearing P/N 4648686-503, Station X(subscript W) = 97.906 and Station X(subscript F) = 219.498. \n\n\t\t(1) Part Number 4648686-503 with more than 13,500 hours' time in service or more than 4,400 landings on the effective date of this AD shall be retired from service within 500 hours' time in service after the effective date of this AD. \n\n\t\t(2) Part Number 4648686-503 with 13,500 or less hours' time in service and 4,400 or less landings on the effective date of this AD, and parts installed subsequent to the effective date of this AD shall be retired from service prior to the accumulation of 14,000 hours' time in service or 5,000 landings, whichever occurs first. \n\n\t(c) Flap cylinder rod end bolt P/N 2645104, Station X(subscript W) = 97.906, and Station X(subscript F) = 219.498 and 339.723. \n\n\t\t(1) Part Number 2645104 with more than 27,500 hours' time in service or more than 9,800 landings on the effective date of this AD shall be retired from service within 500 hours' time in service after the effective date of this AD. \n\n\t\t(2) Part Number 2645104 with 27,500 or less hours' time in service and 9,800 or less landings on the effective date of this AD, and parts installed subsequent to the effective date of this AD shall be retired prior to the accumulation of 28,000 hours' time in service or 10,000 landings, whichever occurs first. \n\n\t(d) Compensating flap actuating link P/N's 3648269, 3648268, 3648270, Station X(subscript W) = 97.906, Station X(subscript F) = 219.488, Station X(subscript F) = 399.723, respectively. \n\n\t\t(1) Part Numbers 3648268, 3648269, 3648270 with no bushings installed in the 0.9995/1.005 inch-diameter holes, and with more than 11,800 hours' time in service or more than 4,200 landings on the effective date of this amendment, shall be inspected and reworked as specified in (d)(5) within the next 500 hours' time in service, except as provided in (e)(1). \n\n\t\t(2) Part Numbers 3648268, 3648269, 3648270 with no bushings installed in the 0.9995/1.005 inch-diameter holes and with 11,800 or less hours' time in service and 4,200 or less landings on the effective date of this amendment and parts installed subsequent to the effective date of this amendment shall be inspected and reworked as specified in (d)(5), prior to the accumulation of 12,800 hours' time in service or 4,400 landings, whichever occurs first, except as provided in (e)(1). \n\n\t\t(3) Part Numbers 3648268, 3648269, 3648270 with bushings installed in the 0.9995/1.005 inch-diameter holes and having more than 4,500 hours' time in service or more than 1,600 landings on the effective date of this amendment shall be inspected and reworked as specified in (d)(5) within 500 hours' time in service after the effective date of this amendment. \n\n\t\t(4) Part Numbers 3648268, 3648269, 3648270 with bushings installed in the 0.9995/1.005 inch-diameter holes and with 4,500 or less hours' time in service and 1,600 or less landings on the effective date of this amendment shall be inspected and reworked as specified in (d)(5) prior to the accumulation of 5,000 hours' time in service or 1,780 landings, whichever occurs first. \n\n\t\t(5) Parts which have not been reworked in accordance with Douglas Service Bulletin No. 27-144, dated June 7, 1963, as of the effective date of this amendment shall be inspected and reworked in accordance with the accomplishment instructions of Douglas Service Bulletin No. 27-144, Reissue No. 1, dated August 3, 1964, or an FAA-approved equivalent, within the time limits specified in (d), (1), (2), (3), or (4), as appropriate. \n\n\t(e) Service life limits for reworked parts are as follows: \n\n\t\t(1) Parts which have been reworked in accordance with Douglas Service Bulletin No. 27-144, datedJune 7, 1963, as of the effective date of this amendment may be continued in service not to exceed 10,000 landings or an additional 28,000 hours' time in service from the time of rework of the 0.250/0.25A diameter holes, whichever occurs first, and then must be retired from service. \n\n\t\t(2) Parts with the bushings installed as noted in (d)(3) and (d)(4) may be continued in service not to exceed an additional 3,570 landings or 10,000 hours' time in service, whichever occurs first, from the time of rework of the 0.250/0.25A diameter holes and then must be retired from service. \n\n\t\t(3) Parts without bushings installed during rework of the 0.250/0.25A diameter holes, may be continued in service not to exceed an additional 10,000 landings or 28,000 hours' time in service, whichever occurs first, from the time of rework, and then must be retired from service. \n\n\tNOTE: Due to the improved orientation of the 0.250/0.254 inch diameter lock pin hole, compensating flap actuating link P/N's 3648268, 3648269, and 3648270 which have had that hole drilled in accordance with McDonnell Douglas Assembly Drawing Nos. 4717382 (Change letter B or later), 4717381 (change letter A or later), and 4717383 (change letter B or later), respectively, are not subject to the service life limits of Paragraph (e) above. \n\n\t(f) Parts with evidence of cracks remaining after the initial chamfer is specified in Douglas Service Bulletin No. 27-144, Reissue No. 1, dated August 3, 1964, are not eligible for further use. \n\n\t (Douglas Service Bulletins No. 27-127, Revision No. 2 dated January 28, 1964, and No. 27-144 Reissue No. 1 dated August 3, 1964, cover this same subject.) \n\n\tThis directive became effective July 7, 1964. \n\n\tRevised August 25, 1964. \n\n\tThis Amendment 39-1287 becomes effective September 11, 1971.
44-20-02: 44-20-02 BOEING: (Was Service Note 1 of AD 719-1 and Service Note 1 of AD-726-1.) Applies to 307 Series Aircraft. \n\tInspect by visual means all square aluminum alloy 24SRT tubing for cracks in the following locations: wing spars, front spar fuselage bulkhead, rear spar fuselage bulkhead, and fin and stabilizer attachment bulkheads. These inspections shall be conducted at intervals specified and in the following manner: \n\tA.\tSA-307B. In the inspection of 24SRT members in this model airplane, it is recommended that the visual inspection procedure outlined for Boeing Model 314 and A-314 under AD 45-04-01 be followed. If defects are located, they shall be reported to the FAA for evaluation. Past experience has shown that once cracking starts, it may progress at a rapid rate, thus requiring closer inspections and corrective action. It shall also be the operator's responsibility to keep a record of all cracks on this model airplane. This record shall be revised periodically to showthe status of existing cracks and to record newly developed cracks. Copies of the original report and all revised pages should be submitted to the FAA for examination. \n\t\t1.\tINSPECTIONS OF READILY ACCESSIBLE AREAS. These inspections shall be conducted at intervals not to exceed 150 hours of operation or 90 days, whichever occurs first. This inspection is intended to cover only those portions of 24SRT tubing that are accessible to visual inspection through available inspection panels, removal of gap strips and the openings in the nacelles. \n\t\t2.\tDETAILED INSPECTIONS. These inspections will be conducted annually or at engine overhaul periods, whichever occurs first. This inspection is required of all 24SRT tubing visible through all available inspection panels, removal of gap strips, leading edges, wing tips, stress plates and fuel tanks. The use of at least a 10-power glass will be required. To more thoroughly cover the wing area, it will be necessary for a man to crawl outboardin the wings as far as possible. \n\t\t3.\tX-RAY INSPECTION. This type of inspection is required annually. Inspect by x- ray all inaccessible portions of the 24SRT spar chord members for their entire length. This inspection may coincide with annual inspection noted under 2. \n\tB.\tSA-307B-1. At intervals not to exceed 850 hours of operation or 120 days, whichever occurs first. If defects are located, they shall be repaired in a manner satisfactory to the FAA. \n\tC.\tS-307. At intervals not to exceed 700 hours of operation or 120 days, whichever occurs first. If defects are located, they shall be repaired in a manner satisfactory to the FAA.
48-17-01: 48-17-01 DOUGLAS: Applies to All DC3 Series Aircraft As Specified by Civil Air Regulations Amendment 41-3, 41-18, 42-2, 42-8, 61-2, and 61-16. \n\n\tTo be accomplished not later than the dates specified in the above amendments and any subsequent regulations effecting these compliance dates. \n\n\tAll air carrier aircraft must be modified to comply with the fire prevention requirements as outlined in CAR Amendments 41-3, 41-18, 42-2, 42-8, 61-2, and 61-16. The modification outlined in the following listed Douglas Service Bulletins are required for compliance with these amendments. Other modifications shown to be equivalent to those covered by the Service Bulletins will also be acceptable. \n\n\tDC3 No. 250, "Installation of Fire Detector in Engine Accessory Section and Smoke Detector in Aft Cargo Compartment"; DC3 No. 252, "Rear Baggage Compartment Access Door and Vent"; DC3 No. 258, "Elimination of Holes in Firewall, Addition of Control Cable Seals, Replacement of Dural Plates and Fittings With Steel Plates and Fittings. Replacement of Fluid Carrying Lines Forward of Firewall With Steel or Fire Resistant Flexible Hoses'; DC3 No. 259, "Installation of Shut-Off Valves on Lines Carrying Combustible Fluids Into the Engine Accessory Section". (Installation of additional fuel valves listed on Page 2 of this Bulletin is recommended but is not mandatory.) \n\n\tNOTE: It will be noted that Service Bulletins DC3 No. 258 and No. 259 apply to all DC3C and DC3D (C-47 and C-117) Series airplanes only with P&W R-1803 engines. Since there are various differences in early DC3 powerplant installations with P&W S1C3-G engines and Wright GR-1820 engines, it will be the operator's responsibility to use these two Bulletins as a guide and develop the fire prevention items for other DC3 Series airplanes accordingly. \n\n\tIn addition to the above, it will be necessary to ascertain that all interior materials and finishes comply with applicable sections of CAR 4b. Safety Regulation Release 259 outlines acceptable procedures for complying with these particular requirements.
64-08-01: 64-08-01 DOUGLAS: Amdt. 710 Part 507 Federal Register April 2, 1964. Applies to All Models DC-8 and DC-8F Series Aircraft.\n\n\tCompliance required as indicated.\n\n\tIt has been found that excessive torquing of pilot and static line fittings of the pitch trim compensator and the use of a nonreinforced hose can result in the twisting or bending of the pitot and/or static lines and the possible loss of required instruments. To correct this condition, accomplish either (a) or (b) as follows:\n\n\t(a)\tWithin 300 hours time in service after the effective date of this AD, modify the pitch trim compensator system in accordance with the provisions of paragraph (c).\n\n\t(b)\tAccomplish the provisions specified in (1), (2) and (3) and in addition, within 1,500 hours' time in service after the effective date of this AD modify the pitch trim compensator in accordance with the provisions of paragraph (c).\n\n\t\t(1)\tWithin 300 hours time in service after the effective date of this AD, unless already accomplished, visually inspect all aircraft for any evidence of bending or twisting of the pitot and static lines associated with the pitch trim compensator in accordance with the Douglas "Pitot Static System Inspection-DC-8" Service Letter CL-78-1966/DEG8-34-15-0 dated November 15, 1963.\n\n\t\t(2)\tReplace any damaged lines before further flight.\n\n\t\t(3)\tEach time the pitot and static line fittings associated with the pitch trim compensator are removed, loosened or retightened, visually inspect the pitot-static lines associated with the pitch trim compensator for any evidence of bending or twisting in accordance with the Douglas "Pitot Static System Inspection - DC-8" Service Letter CL-78-1966/DEG 8-34-15-0 dated November 15, 1963.\n\n\t(c)\tModify the pitch trim compensator system by replacing the pitot and static lines with reinforced lines and securing the pitot and static line fittings in accordance with paragraph 2, Accomplishment Instructions of the Douglas DC-8 Service BulletinNo. 34-51 dated January 9, 1964, or an FAA Western Region, Engineering and Manufacturing Branch approved equivalent.\n\n\t(Douglas DC-8 Service Bulletin No. 34-51 dated January 9, 1964, and Douglas DC-8 Service Letter CL-78-1966/DEG 8-34-15-0 dated November 15, 1963, pertain to this AD.)\n\n\tThis directive effective April 2, 1964.
2002-14-12: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model MD-11 and -11F airplanes, that requires an inspection of the wiring in the fuel control panel of the wings for chafing damage and for proper routing of the wiring; and corrective action(s), if necessary. This action is necessary to prevent chafing of the wiring in a cutout area in the wing fuel control panel due to improperly routed wiring, which could result in electrical arcing in an abnormal fuel vapor zone and consequent possible ignition of the fuel vapor. This action is intended to address the identified unsafe condition.
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.