Results
79-19-07 R1: 79-19-07 R1 COSTRUZIONI AERONAUTICHE GIOVANNI AGUSTA: Amendment 39-3559 as amended by Amendment 39-4430. Applies to Model A109A helicopters equipped with 90 degree gearbox attach sleeve, P/N 109-0435-29-3, certificated in all categories. Compliance is required as indicated, unless already accomplished. To prevent possible tail rotor gearbox mounting failure, within the next 50 hours' time in service after the effective date of this AD, and thereafter at intervals not to exceed 100 hours' time in service since the previous inspection, accomplish the following in accordance with Agusta Bollettino Tecnico No. 109-10, Revision A, dated December 17, 1980 (hereinafter referred to as the service bulletin), or an FAA-approved equivalent. (a) Inspect the tail rotor gear box attach nutplates for condition and security. Replace any defective nutplates that are found. (b) Inspect the tail rotor gear box attach sleeve and shim, P/N 109-0435-29-3 and P/N 109-0372-18- 5, respectively, for cracks, fretting, nicks, and wear. (c) If a cracked sleeve or shim is found during the inspection required by paragraph (b) of this AD, replace the defective part with a serviceable part of the same part number or, in the case of sleeves, by P/N 109- 0435-29-5 or P/N 109-0435-31-1. (d) If a sleeve is found to have wear, fretting, or nicks, during the inspection required by paragraph (b) of this AD, and if: (1) They are not more than 0.2 mm (0.008 in.) in depth, remove the defect; and (2) If they are more than 0.2 millimeters (0.008 inch) in depth, replace the sleeve with sleeve of the same part number, or P/N 109-0435-29-5 or P/N 109-0435-31-1. (e) If a shim is found to have wear, fretting, or nicks during the inspection required by paragraph (b) of this AD, replace the shim with a new part of the same number. (f) Inspect and, as necessary, correct the alignment and coaxiality between the sleeve and helicopter tail boom, and the sleeve-to-shim flatness fit, in accordance with paragraph 6 of the Service Bulletin or an FAA- approved equivalent. (g) For purposes of this AD, an FAA-approved equivalent must be approved by the Chief, Aircraft Certification Division, Southwest Region, Federal Aviation Administration, P.O. Box 1689, Fort Worth, Texas 76101, or by the Chief, Aircraft Certification Staff, Federal Aviation Administration, Europe, Africa, and Middle East Office, c/o American Embassy, Brussels, Belgium. Amendment 39-3559 became effective October 10, 1979. This Amendment 39-4430 becomes effective August 16, 1982.
2017-23-02: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 737-200, -200C, -300, -400, and -500 series airplanes. This AD was prompted by an evaluation by the design approval holder (DAH) indicating that the fuselage crown skin panels are subject to widespread fatigue damage (WFD). This AD requires repetitive inspections, replacement, and applicable on-condition actions for certain fuselage crown skin panels. We are issuing this AD to address the unsafe condition on these products.
61-03-01: 61-03-01 BELL: Amdt. 249 Part 507 Federal Register February 7, 1961. Applies to All Model 47J-2 Helicopters Except Those Equipped With Lycoming VO-540-B1B3 Engines (Third Order Torsional Dampers). Compliance required as indicated. To preclude failures of the pinion gear on the inboard end of the P/N 47-620-539-1 cooling fan drive assembly which are associated with a poor tooth mesh condition, the following inspections and corrective action must be accomplished no later than the next 10 hours of flight time after the effective date of this directive, and by the completion of the 25 hour, 50 hour, 100 hour, and 300 hour flight time periods subsequent to the accomplishment of the initial inspection. Inspections accomplished in accordance with Bell Mandatory Service Bulletin 130SB prior to the effective date of this directive need not be repeated and only those remaining inspections necessary to complete the series are required. (a) Remove cooling fan drive assembly, P/N 47-620-539-1, from transmission in accordance with instructions contained in Bell Model 47J-2 Maintenance and Overhaul Instructions, and inspect driven side of pinion gear teeth (P/N 47-620-530-1). (b) Replace gear if conditions defined by Figure 2 of Bell Service Bulletin 130SB are found. (c) If replacement of the pinion gear is required, further disassembly as necessary and inspection of the cooling fan driving gear (P/N 47-620-207-1) must be conducted. If conditions defined by Figure 4 of Bell Service Bulletin 130SB are found, this gear must also be replaced. (d) If replacement of either gear is required, back lash and gear pattern must be established in accordance with instructions contained in Maintenance and Overhaul Instructions. (e) Reassemble cooling fan drive assembly in accordance with Maintenance and Overhaul Instructions except that nut, P/N 47-620-565-1 shall be torqued to 960 inch-pounds and fan pulley bolt AN 6H5A shall be torqued to 300 inch-pounds. (f) If either or both gears are replaced, perform the above inspections at 10, 25, 50, 100 and 300 hours of flight time following gear replacement. This procedure must be reconducted until a satisfactory wear pattern on the pinion gear and drive gear is maintained through 300 hours of flight time, after which inspections in accordance with this directive may be discontinued. (Bell Mandatory Service Bulletin 130SB covers this same subject.) This directive effective February 22, 1961. Revised May 13, 1961. Revised November 5, 1966.
2017-22-11: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc., Model CL-600-2B16 (CL-604 Variant) airplanes. This AD was prompted by reports of in-service incidents regarding the loss of all air data system information provided to the flightcrew. This AD requires revising the airplane flight manual (AFM) to provide ``Unreliable Airspeed'' procedures to the flightcrew to stabilize the airplane's airspeed and attitude for continued safe flight and landing. We are issuing this AD to address the unsafe condition on these products.
60-21-01: 60-21-01 ALLISON: Amdt. 208 Part 507 Federal Register October 8, 1960. Applies to All Model 501-D13 Series Engines. Compliance required at next overhaul of engine, power section or torquemeter, whichever occurs first, after the effective date of this AD. Several cases of rubbing of the torquemeter housing by the torquemeter reference shaft have resulted in complete separation of the housing into two sections. To preclude such failures, a mid-bearing torquemeter assembly, P/N 6823900, identified by a 1/2-inch by 2 1/2-inch blue stripe on the forward bevel of the housing shall be installed. (Allison Commercial Engine Bulletin No. 72-113 covers the same subject.) This directive effective November 9, 1960.
81-14-05: 81-14-05 KAWASAKI HEAVY INDUSTRIES, LTD.: Amendment 39-4149. Applies to Model KV 107-II and KV 107-IIA helicopters, certificated in all categories. Compliance required as indicated, unless already accomplished. To prevent fatigue failure of the rotor pitch housing, accomplish the following: (a) For aft rotor pitch bearing housings, P/N's 107R2553-8, -10, -14, and -16: (1) Prior to the accumulation of 1,000 hours time in service, or within the next 50 hours time in service after the effective date of this AD, whichever occurs later, install crack detector wires on pitch bearing housings in accordance with Part I, "Installation Procedure," of Kawasaki Service Bulletin No. KSB-V107-615, dated September 10, 1980 (hereinafter referred to as the Service Bulletin), or an FAA-approved equivalent. (2) Within the next 50 hours time in service after the effective date of this AD, inspect the lug area of the pitch bearing housings for cracks in accordance with PartII, "Inspection Procedure," of the Service Bulletin, or an FAA-approved equivalent, and continue to inspect at intervals not to exceed 25 hours time in service. (b) For forward rotor pitch bearing housings, P/N's 107R2553-7, -9, -13, and -15: (1) Prior to the accumulation of 2,000 hours time in service, or within the next 100 hours time in service after the effective date of this AD, whichever occurs later, install crack detector wires on pitch bearing housings in accordance with Part I, "Installation Procedure," of the Service Bulletin, or an FAA-approved equivalent. (2) Within the next 100 hours time in service after the effective date of this AD, inspect the lug area of the pitch bearing housings for cracks in accordance with Part II, "Inspection Procedure," of the Service Bulletin, or an FAA-approved equivalent, and continue to inspect at intervals not to exceed 50 hours time in service. (c) Conduct a visual inspection for cracks in the lug area of blade sockets, P/N's 42R1043-11, -12, -13, and -14, at intervals not to exceed 50 hours time in service. This may be accomplished without disassembly from the helicopter. (d) If any cracks are found as a result of the inspections required by paragraphs (a), (b), and (c) of this AD, before further flight, replace with a serviceable part of the same part number, or an FAA-approved equivalent, and continue to inspect in accordance with this AD. (e) Retire from service all rotor pitch bearing housings, P/Ns 107R2553-7, -8, -9, -10, -13, -14, -15, and -16, prior to the accumulation of 5,000 hours time in service. (f) If an equivalent means of compliance is used in complying with this AD, that equivalent means must be approved by the Chief, Airworthiness District Office, FAA, Pacific-Asia Region, Honolulu, Hawaii. (g) Upon request of an operator and submission of substantiating data, the Chief, Airworthiness District Office, Pacific-Asia Region, may upon recommendation of the cognizant FAA aviation safety inspector adjust the compliance time specified in this AD. The manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Kawasaki Heavy Industries, Ltd., Aircraft Division, Kawasakicho, Kakamigahara, Gifu Prefecture, Japan. The documents may also be examined at the FAA, Pacific-Asia Region, Airworthiness District Office, 300 Ala Moana Blvd., Room 7321, Honolulu, Hawaii 96850, and Rules Docket, Room 916, 800 Independence Avenue, SW., Washington, DC 20591. This amendment becomes effective July 9, 1981.
60-05-03: 60-05-03 PIPER: Amdt. 108 Part 507 Federal Register March 2, 1960. Applies to PA-22 "150" and PA-22 "160" Aircraft Serial Numbers 22-3218, 22-3387, 22-3388 to 22-7049 Inclusive, and 22-7054. Compliance required by April 1, 1960. Install safety belt extension, P/N 14920-02 or equivalent, on the front seat belt in order to eliminate deterioration due to heat from the rear seat heater outlet and chafing where the web attaches to the attaching lug. P/N 14920-02 has the same geometric design as P/N 14920-0 being replaced, except that P/N 14920-02 is one inch longer measuring 3.5 inches between bolt centerlines. (Piper Service Bulletin No. 184 covers this same subject.) This supersedes AD 57-17-02. Revised November 2, 1960.
2017-22-02: We are adopting a new airworthiness directive (AD) for certain Ipeco Holdings Ltd. (Ipeco) pilot and co-pilot seats. This AD requires modification and reidentification of the affected seats. This AD was prompted by reports of unexpected movement of pilot and co-pilot seats on takeoff and landing. We are issuing this AD to address the unsafe condition on these products.
85-11-03: 85-11-03 BOEING: Amendment 39-5067. Applies to all Model 757 series airplanes equipped with Air Cruisers evacuation slides, part numbers (P/N) as specified in Boeing Service Bulletin 757-25-0040 dated December 21, 1984. To assure slides do not become unsafe due to porosity, accomplish the following, unless already accomplished. \n\n\tA.\tAccomplish inspection procedures in accordance with the service bulletin or later FAA-approved revisions, as follows: \n\n\t\t1.\tFor slides manufactured prior to six months before the effective date of this AD, accomplish the inspection within the next 12 months. \n\n\t\t2.\tFor all other slides, accomplish the inspection within 18 months after the date of manufacture.\n \n\t\t3.\tSlides which do not meet the limitations set forth in the service bulletin must be replaced with a serviceable slide prior to further flight. \n\n\tB.\tRepeat the inspection procedures of paragraph A., above, within 18 months after the last leak check inspection performed in accordance with the service bulletin, or later FAA- approved revisions. \n\n\tC.\tAlternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office. \n\n\tD.\tUpon request of an operator, an FAA Principal Maintenance Inspector, subject to prior approval by the Manager, Seattle Aircraft Certification Office, may adjust the compliance times if the request contains substantiating data to justify the request. \n\n\tE.\tAircraft may be ferried to a base for maintenance in accordance with Sections 21.197 and 21.199 of the Federal Aviation Regulations. \n\n\tThis amendment becomes effective June 28, 1985.
2017-22-05: We are superseding Airworthiness Directive (AD) 2013-15-03 for Eurocopter France Model AS350B, AS350BA, AS350B1, AS350B2, AS350B3, AS350C, AS350D, and AS350D1 helicopters. AD 2013-15-03 required inspecting the hydraulic pump drive pulley bearing (bearing) for leaks, rust, overheating, and condition. This new AD adds a requirement to grease the bearing and inspect for bronze particles in the grease, and changes the inspection and inspection intervals of the bearing until it is replaced with an improved bearing. This AD was prompted by additional reports of hydraulic pump drive belt failure caused by bearing seizures. The actions of this AD are intended to prevent an unsafe condition on these products.
2017-22-04: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 737-200, -200C, -300, -400, and -500 series airplanes. This AD was prompted by reports of skin doublers that disbonded from their skin panels. This AD requires repetitive inspections of fuselage skin panels, and applicable on-condition actions. We are issuing this AD to address the unsafe condition on these products.
60-20-01: 60-20-01 AERO COMMANDER: Amdt. 204 Part 507 Federal Register September 28, 1960. Applies to Models 680-E and 720, Serial Numbers 501, 623 Through 873 Except 820, 850, 860, 867 and 872. Compliance required within the next 100 hours' time in service after the effective date of this amendment. The manufacturer's inspection has determined a nonconformity with the approved design data and it is possible that aircraft in service may have the following nonconformity: AN 426AD-5 rivets have been installed instead of 3/16-inch huckbolts in the lower surface of the wing at the rear spar between wing station 54 and the inboard nacelle attach angle on both the left and right wings. (a) Inspection. Inspect the lower wing at rear spar between wing station 54 and the inboard nacelle attach angles on both the left and right wings to determine whether 3/16-inch huckbolts or AN 426AD-5 rivets have been installed. If the AN 426AD-5 rivets are installed, the wing shall be reworked as outlined in paragraph (b). (b) Rework. Remove flaps and wing trailing edge closeout skins on both left and right wings. Drill out the AN 426AD-5 rivets and replace with AN 426AD-6 rivets. These rivet heads will protrude below the wing surface by approximately 0.030 inch. Do not overdrive the rivets in an attempt to sink them completely. Measure the distance between the rivet which passes through the wing skin and rear spar cap at wing station 54 and the screw which passes through the inboard nacelle attach angle. This distance should be approximately 4.5 inches and should contain six rivets (0.75 inch on center) and the screw. If only five rivets exists in this area, a brazier head rivet (AN 456AD-6) must be added between the nacelle attach angle screw and the next rivet inboard. If sufficient space does not exist to permit minimum rivet to rivet spacing of three rivet diameters, contact the Service Department, Aero Design & Engineering Company for approved repairinstructions. Replace flaps and left and right wing trailing edge skins. (Aero Design Service Bulletin No. 62 covers this same subject.) This directive effective October 28, 1960.
63-15-06: 63-15-06 PIAGGIO: Amdt. 591 Part 507 Federal Register July 24, 1963. Applies to Model P.166 Aircraft, Serial Numbers 1, through 403. Compliance required within 25 hours' time in service after the effective date of this AD. To preclude failure of the elevator trim tab control system and lever, P/N 5069, because of unsound welding seams, accomplish the following: (a) Inspect right and left levers, P/N's 5069.03 and 5069.02, respectively, for cracks or unsatisfactory machining in accordance with Piaggio Service Bulletin No. 166-30 dated February 1, 1963. (b) If any defects specified in the service bulletin are found, before further flight replace the lever with a lever inspected and found to have no defects. This directive effective August 23, 1963.
2017-21-08: We are adopting a new airworthiness directive (AD) for all Airbus Model A310 series airplanes. This AD was prompted by a revision of certain airworthiness limitation items (ALI) documents, which require more restrictive maintenance requirements and airworthiness limitations. This AD requires revising the maintenance or inspection program to incorporate the maintenance requirements and airworthiness limitations. We are issuing this AD to address the unsafe condition on these products.
2017-21-04: We are adopting a new airworthiness directive (AD) for certain Gulfstream Aerospace LP Model Gulfstream G150 airplanes. This AD was prompted by a report indicating that the main entrance door (MED) opened during flight, and by the determination that the ``CABIN DOOR UNLOCK'' crew alerting system (CAS) message may extinguish before the handle latch pin is fully engaged. This AD requires accomplishing an updated rigging procedure for the adjustment of the MED microswitch. We are issuing this AD to address the unsafe condition on these products.
2017-21-03: We are adopting a new airworthiness directive (AD) for certain Gulfstream Aerospace LP Model Gulfstream 100, Astra SPX, and 1125 Westwind Astra airplanes. This AD was prompted by a report indicating that the main entrance door (MED) opened during flight, and by the determination that the ``CABIN DOOR UNLOCK'' crew alerting system (CAS) message may extinguish before the handle latch pin is fully engaged. This AD requires accomplishing an updated rigging procedure for the adjustment of the MED microswitch. We are issuing this AD to address the unsafe condition on these products.
60-16-01: 60-16-01 BEECH: Amdt. 186 Part 507 Federal Register August 4, 1960. Applies to All Model C45G, C45H, TC45G, and TC45H Airplanes Which Have Been Converted From Military Status to Civil Certification. Compliance required not later than October 1, 1960. The emergency position switch of the electrical turn and bank indicator that bypasses the master switch arrangement contrary to CAR 3.688, must be removed. The live wire connected to the switch must be disconnected at the battery terminal and either removed from the airplane or carefully insulated and secured. Passenger seats (P/N 734-183302) which partially block the emergency exit must be removed, relocated, or reversed to provide a clear and unobstructed opening as required by CAR 3.387. Two configurations of seat P/N 734-183302 were delivered to the military only one of which has been structurally substantiated for aft facing mounting. This seat can be identified by the triangular shaped closed rear leg formed from 2 sheets of 0.040 alal with a long stiffening bead on the outer face of the leg. FAA approval must be obtained for any modification of the seating arrangement, other than removing or reversing (if applicable) the obstructing seat.
61-13-01: 61-13-01 CONVAIR: Amdt. 297 Part 507 Federal Register June 20, 1961. Applies to All Model 22 (880) Aircraft. Instances of fire due to overheating of Bussman 60 and 70 amp type ACO and ACY limiters in the freon compressor and recirculation fan motor circuits have occurred. To preclude fires of this type, the following modifications must be accomplished: Unless already accomplished, compliance with items (a) and (b) is required within the next 130 hours' time in service: (a) Replace the Bussman 60 and 70 amp type ACO and ACY limiters and their holders which are located in the AC power distribution box with type AHB limiters and their holders. (b) Replace the nameplates adjacent to the 60 and 70 amp limiters with similar nameplates made of a fire resistant material such as impregnated fiberglass. (Convair Service Bulletin No. 24-42 covers this same subject.) This directive effective June 20, 1961.
64-28-02: 64-28-02 HUGHES: Amendment 39-617. Applies to Models 269A, 269A-1, 269A-2 and 269B helicopters. Compliance required as indicated. Due to inadequate lubrication of the main rotor blade flapping hinge bearings, binding has occurred, resulting in overstressing and failure of one main rotor blade. To prevent main rotor blade overstressing and failure, accomplish the following: (a) For helicopters having less than 100 hours' time in service on the effective date of this AD inspect the main rotor blade flapping hinge bearings for the condition indicated in (d), prior to the accumulation of 110 hours' time in service, unless already accomplished, and thereafter at periods not to exceed 400 hours' time in service from the last inspection. (b) For helicopters having 100 hours' or more time in service on the effective date of this AD inspect the main rotor blade flapping hinge bearings for the condition indicated in (d), within the next 10 hours' time in service, unless already accomplished within the last 390 hours' time in service, and thereafter at periods not to exceed 400 hours' time in service from the last inspection. (c) Within 10 hours' time in service, after the effective date of this AD, unless already accomplished within the last 15 hours' time in service, and thereafter at periods not to exceed 25 hours' time in service, apply MIL-G-25537 grease through the grease fittings to all main rotor blade flapping hinge bearings and inspect to ascertain that a thorough purging of the bearings has been achieved. If new grease does not exude from all six bearings, inspect the bearings at the location where the grease does not exude, for the condition indicated in (d), before further flight. (d) If bearings are found to be worn or damaged in excess of the limits specified in Hughes Service Information Notice No. 2A-39.1, 2A-1-06.1 or 2B-07-.1, remove from service before further flight. (e) If the inner race of any bearing is found to be brinelled or worn in excess of the 0.002 inch limit specified in Hughes Service Information Notice No. 2A-39.1, 2A-1-06.1 or 2B- 07.1, remove the corresponding main rotor blade from service before further flight, and conspicuously mark it to prevent inadvertent return to service. (f) If the inner race of any bearing is brinelled or worn, but not in excess of the 0.002 inch limit specified in Hughes Service Information Notice No. 2A-39.1, 2A-1-06.1 or 2B- 07.1, inspect the corresponding main rotor blade for skin cracks in the exposed areas adjacent to the edges of the blade root fitting beside the outboard bolt. Inspect both upper and lower surfaces of the blade, using a 4- to 6-power magnifying glass. If any cracks are found remove the blade from service before further flight. (g) Starting with the effective date of this AD, conduct initial and repetitive inspections of all main rotor blades in a manner and at periods specified in Hughes Service Information NoticesNo. 2A-38 dated September 9, 1964, No. 2A-1-05 dated September 14, 1964, and No. 2B-06 dated September 16, 1964, or later revisions approved by FAA Western Region Aircraft Engineering Division. (h) The following Hughes Service Information Notices or later FAA approved revisions are approved alternatives to those specified in (d), (e), (f) and (g) above: Notice No. N-10.1 dated December 14, 1967, is an approved alternate to Notices 2A-38, 2A-1-05 and 2B-06. Notice No. N-47 dated April 18, 1968, is an approved alternate to Notices 2A-39.1, 2A- 1-06.1 and 2B-07-.1. This amendment becomes effective on July 6, 1968.
2017-20-13: We are adopting a new airworthiness directive (AD) for PIAGGIO AERO INDUSTRIES S.p.A. Model P-180 airplanes. This AD results from mandatory continuing airworthiness information (MCAI) originated 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 disbonding of the upper and lower metal skin from the honeycomb core on the elevator assembly and other flight control surfaces. We are issuing this AD to require actions to address the unsafe condition on these products.
60-13-01: 60-13-01 DOUGLAS: Amdt. 173 Part 507 Federal Register June 24, 1960. Applies to All DC-8 Series Aircraft. \n\n\tCompliance required as indicated. \n\n\tSeveral cases of fuel dump chute oscillation have occurred during extension and retraction of the chutes. This has caused cracking of the chutes which may create a hazardous condition by allowing fuel impingement on the wing and flap when dumping fuel. Oscillation of dump chutes occurs at speeds in excess of 200 knots indicated airspeed. To prevent possible fuel dump chute cracking, the following action is required. \n\n\t(a) No later than 10 days following publication of this airworthiness directive in the Federal Register, the maximum speed for fuel dump chute operation and fuel dumping is restricted to not more than 200 knots indicated airspeed and the following placard shall be posted in full view of the pilot: \n\n\t"Do not exceed 200 KIAS when operating dump chute and dumping fuel." \n\n\tThe limitations section of the FAA approved airplane flight manual is hereby amended to incorporate this limitation. \n\n\t(b) Not later than the next periodic inspection ascertain that the dump cable control system is properly rigged in accordance with Douglas drawing No. 7651290 BS change. \n\n\t(c) The 200 knots indicated airspeed restriction may be removed from those aircraft which have been reworked in accordance with Douglas Service Bulletin 28-16, "Fuel-Fuel Dump System and Controls". \n\n\t(Douglas telegraphic alert Service Bulletin No. A28-16 covers the above speed limitation.) \n\n\tRevised January 25, 1961.
60-25-02: 60-25-02 LOCKHEED: Amdt. 229 Part 507 Federal Register December 2, 1960. Applies to All Model 188 Series Aircraft. Compliance required as indicated. As a result of reported cracked aileron counterweight attaching angles, the following is required: (a) At intervals not to exceed 300 hours' time in service, inspect for cracks in the angles which attach the aileron balance-weight brackets to the aileron spar at aileron Stations 13.85, 30.95, 48.01, 82.16, 116.31, 150.46 and 184.61. Cracked angles must be replaced before further flight. (b) The replacement of angles found to be cracked must be made in accordance with either (1) or (2). (1) Original angles may be replaced with parts having the same dimensions as the original parts but fabricated from 0.090-inch thickness AISI 8630 or AISI 4130 steel heat- treated to 150,000-170,000 p.s.i. ultimate tensile strength, cadmium plated and baked. Lockheed Process Specifications Nos. 522, 491, and 170 or FAA approved equivalent must be used for the respective processes indicated. (2) Original angles may be replaced in accordance with the instructions in the kits outlined in Lockheed Service Bulletin 88/SB-451 or FAA approved equivalent. This service bulletin also contains detailed instructions for accomplishing this modification. (c) After replacement of the original parts in accordance with the instructions in (b), subsequent inspections of replaced parts may then be made at normal inspection periods. This supersedes AD 60-11-04. This directive effective December 2, 1960.
80-03-06: 80-03-06 GENERAL ELECTRIC: Amendment 39-3683. Applies to General Electric CF6-6 series engines, Stage 2 HPT disks, Part Numbers 9083M48P01, 9084M52P02, 9084M52P05, 9137M15P01, and 9137M15P02. Compliance is required as indicated. To preclude disk failure due to fatigue, these disks are to be removed from service as follows: (a) All disks, except those noted in (c) below, which have more than 8400 cycles on the effective date of this AD are to be removed from service within 100 cycles. (b) All disks, except those noted in (c) below, which have less than 8400 cycles are to be removed before they accrue 8500 cycles. (c) Those disks, P/N 9137M15P02, with Serial Numbers MP036073, MP030786, MP030797, MP035005, and RPO24722 because of their refurbishment schedule shall be removed from service before they accrue 8800 cycles. (d) Other disks than those identified in (c) above may be allowed additional cycles on an individual basis when approved by the Chief, Engineering and Manufacturing Branch, FAA, Great Lakes Region. CF6-6 Service Bulletin 72-761 dated November 28, 1979 also applies to this subject. This amendment becomes effective on February 8, 1980.
64-14-05: 64-14-05 LOCKHEED: Amdt. 738 Part 507 Federal Register May 26, 1964. Applies to All Models 188A and 188C Series Aircraft on Which The Main Landing Gear Actuator Support Fitting, Lockheed P/N 800618, Has Accumulated More Than 5,000 Hours' Time in Service. Compliance required as indicated. To eliminate the possibility of jamming the main landing gear, accomplish the following: (a) For operators maintaining records of landings, within 225 landings after the effective date of this AD unless already accomplished within the last 775 landings, and thereafter at intervals not to exceed 1,000 landings, comply with (c). If a fitting is replaced in accordance with (d), the next inspection in accordance with (c) shall be accomplished within 5,225 landings from that time and at periodic intervals thereafter not to exceed 1,000 landings. Where past records of landings are unavailable, the number of landings prior to the effective date of this AD may be obtained by substituting one landing for each hour of time in service prior to the effective date of this AD. (b) For operators not maintaining records of landings, within 225 hours' time in service after the effective date of this AD, unless already accomplished within the last 775 hours' time in service and thereafter at intervals not to exceed 1,000 hours' time in service, comply with (c). If a fitting is replaced in accordance with (d), the next inspection in accordance with (c) shall be accomplished within 5,225 hours' time in service from that time and at periodic intervals thereafter not to exceed 1,000 hours' time in service. (c) Inspect the aft end of the main landing gear actuator support fittings for fatigue cracks in accordance with Lockheed 88 Alert Service Bulletin No. 599A, Section 2.A through 2.C or an FAA approved equivalent. (d) Replace cracked actuator support fittings detected during the accomplishment of (c) before further flight in accordance with Section 2.E(1) through 2.E(10) of Lockheed 88 Alert Service Bulletin No. 599A and Section 2 of Lockheed Service Bulletin No. 538 or equivalent approved by the Chief, Aircraft Engineering Division, FAA Western Region. (e) Spar cap cracks and plank cracks detected during compliance with Section 2.E(4) of 88/SB-599A shall be repaired in accordance with the Lockheed Structural Repair Manual or an equivalent approved by the Chief, Aircraft Engineering Division, FAA Western Region, before further flight, except that the aircraft may be ferried in accordance with the provisions of CAR 1.76 to the base at which the repairs are to be accomplished. (f) The periodic inspections described in (a) and (b) may be discontinued when P/N 800618-3 is replaced by P/N 841275-101 and P/N 800618-4 is replaced by P/N 841275-102. (g) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Aircraft Engineering Division, 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. (Lockheed Alert Service Bulletin Nos. 88/SB-599A and 88/SB-538 cover this same subject.) This directive effective June 26, 1964.
2017-20-12: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 737-100, -200, and -200C series airplanes. This AD was prompted by a report of incidents involving fatigue cracking in transport category airplanes that are approaching or have exceeded their design service objective and a structural reevaluation that was conducted by the manufacturer. This AD requires revising the maintenance or inspection program, as applicable, to add supplemental inspections. This AD also requires inspections to detect cracks in each structural significant item (SSI), and repair of any cracked structure. We are issuing this AD to address the unsafe condition on these products.