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62-27-02: 62-27-02 BELL: Amdt. 522 Part 507 Federal Register December 28, 1962. Applies to All Model 47 Series Helicopters Equipped With P/N 47-642-020-1 Wood Tail Rotor Blades. Compliance required as indicated. There have been several failures of wood tail rotor blades resulting from wood deterioration. To preclude further wood blade failures the following must be accomplished: (a) Within 50 hours' time in service after the effective date of this AD: (1) Remove wood tail rotor blades in accordance with the applicable Bell Maintenance and Overhaul (M&O) Manual. (2) Remove the fiberglass wrapping from the root end area of blades and remove the fiberglass blade covering from areas underneath the wrapping in accordance with the applicable Bell M&O instructions for repair of wood main rotor blades. Cut blade covering by lightly sanding cover as a knife or other sharp instrument can cause damage. (3) Inspect root end of blades from root end of blade to 6 inchesoutboard for: (i) Elongated bolt holes. Maximum allowable diameter 0.260 inch. (ii) Decay of wood. Detection of decay can be made visually by noting discoloration of the basic material. (Generally decay will start as a grayish discoloration and deepens to a brown color during the later stages.) (iii) Cracks in the stainless steel leading edge strip and grip plates using at least a 5-power magnifying glass. (4) Blades found with bolt hole diameters exceeding 0.260 inch, with decay, or with any cracks, shall be removed from service prior to further flight. (5) Blades without defects may be returned to service after: (i) Recovering the blade root area in accordance with patching procedures given in the applicable Bell M&O Manual; and (ii) Rewrapping the root area with two pieces of MIL-P-8013 No. 181 fiberglass cloth 2 x 27 inches in accordance with Bell Service Bulletin No. 75 dated September 17, 1951. (b) Blades returned to serviceafter compliance with (a) shall be retired from service prior to the accumulation of 200 hours' time in service since reinstallation in accordance with (a). This directive effective January 29, 1963.
68-02-04: 68-02-04 FAIRCHILD-HILLER: Amendment 39-544. Applies to Type FH-1100 Helicopters, Serial Numbers 9 through 49. Compliance required as indicated. To prevent fatigue failures of the Cyclic Input Swashplate Ring, P/N 24-34205-3, accomplish the following: (a) Within the next 10 hours' time in service after the effective date of this AD, unless already accomplished, and thereafter at intervals not to exceed 25 hours' time in service from the last inspection, visually inspect the cyclic input swashplate ring, P/N 24-34205-3, in accordance with Part A (excluding paragraph 5) of Fairchild Hiller Service Information Letter No. 2 dated August 11, 1967, or later revisions approved by the Chief, Engineering & Manufacturing Branch, Federal Aviation Administration, Eastern Region. Equivalent inspections may be approved by an FAA maintenance inspector. (b) If a crack is found, remove the ring from service prior to further flight. (c) Accomplish the following on rings that have not been reworked in accordance with Part B of Fairchild Hiller Service Information Letter No. 2 dated August 11, 1967: (1) Remove from service or rework in accordance with Part B of the aforementioned Letter rings with 75 or more hours time in service on the effective date of this AD within the next 25 hours' time in service. (2) Remove from service or rework in accordance with Part B of the aforementioned Letter all other rings before the accumulation of 100 hours' time in service. (d) Rings which have been modified in accordance with Part B of Fairchild Hiller Service Information Letter No. 2 dated August 11, 1967, or in accordance with any other method approved by the Chief, Engineering & Manufacturing Branch, Federal Aviation Administration, Eastern Region may be continued in service until the accumulation of 750 hours' time in service. The 25-hour repetitive inspection of (a) may be discontinued on modified rings when a satisfactory inspection for crackshas been accomplished on the ring after it has been modified, by the dye penetrant method or an equivalent approved by an FAA maintenance inspector. This AD is effective January 27, 1968.
62-25-02: 62-25-02 DOUGLAS: Amdt. 510 Part 507 Federal Register November 28, 1962. Applies to All Models DC-6 and DC-7 Series Aircraft. \n\n\tCompliance required as indicated. \n\n\tDue to failure of a main gear shock strut cylinder and numerous cases of cracks in the 0.125-inch radii next to the torque link lugs on the cylinders, and on the piston tube axle fittings, the following shall be accomplished. \n\n\t(a) DC-6 Series Aircraft. \n\n\t\t(1) With 30,000 or more hours' time in service as of the effective date of this AD shall be inspected and reworked in accordance with paragraphs (c) and (d) within the next 200 hours' time in service after the effective date of this AD, unless already accomplished within the last 100 hours' time in service, and thereafter within each 300 hours' time in service from the last inspection. \n\n\t\t(2) With less than 30,000 hours' time in service as of the effective date of this AD shall be inspected and reworked in accordance with paragraphs (c) and (d) priorto the accumulation of 30,200 hours' time in service, and thereafter within each 300 hours' time in service. \n\n\t(b) DC-7 Series aircraft. \n\n\t\t(1) With more than 15,000 hours' time in service as of the effective date of this AD shall be inspected and reworked in accordance with paragraphs (c) and (d) within the next 200 hours' time in service after the effective date of this AD, unless already accomplished within the last 100 hours' time in service, and thereafter within each 300 hours' time in service from the last inspection. \n\n\t\t(2) With less than 15,000 hours' time in service as of the effective date of this AD shall be inspected and reworked in accordance with paragraphs (c) and (d) prior to the accumulation of 15,200 hours' time in service, and thereafter within each 300 hours' time in service. \n\n\t(c) Inspect, using dye penetrant, or magnetic particle, or FAA approved equivalent, for cracks in the 0.125-inch radii at the edges of the torque link lugs in the main landing gear shock strut cylinder and the piston tube axle fitting. \n\n\t(d) If cracks are found, they may be removed by reworking the 0.125-inch radius in accordance with the instructions contained in Douglas Service Engineering letter C1-78-M1281/DJW dated April 20, 1962, and sketches 498A and 498B attached thereto or Douglas Service Engineering Letter C1-78-140/DJW, dated January 30, 1963, and sketches 534A, 534B, 534C, 534D and 534E attached thereto. If cracks cannot be removed without exceeding limits specified in the Douglas sketches, the gear must be replaced prior to further flight. Parts that can be reworked, and those in which no cracks are found, must be repainted with zinc chromate primer and aluminized lacquer before they are returned to service. \n\n\t(e) When the 0.125-inch radii at the edges of the torque link lugs on the strut cylinders and axle fittings have been enlarged to 0.250-inch radii, holding the tolerances described in Douglas Service Engineering letter C1-78-M1281/DJW dated April 20, 1962, and sketches 498A and 498B attached thereto, or Douglas Service Engineering letter C1-78-140/DJW, dated January 30, 1963, and sketches 534A, 534B, 534C, 534D and 534E attached thereto, and the parts are refinished as described in (d), the repetitive inspections required herein may be discontinued. \n\n\t(f) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering & 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 Service Engineering letter C1-78-M1281/DJW dated April 20, 1962, and sketches 498A and 498B attached thereto, or Douglas Service Engineering letter C1-78-140/DJW, dated January 30, 1963, and sketches 534A, 534B, 534C, 534D, and 534E attached thereto, covers thissame subject.) \n\n\tThis directive effective November 28, 1962. \n\n\tRevised April 4, 1963.
2008-17-13: We are adopting a new airworthiness directive (AD) for certain Boeing Model 737-100, -200, -200C, -300, -400, and -500 series airplanes. This AD requires replacing the existing straight-to-90- degree hose assembly for the Lavatory "A'' water supply. The replacement is a new straight hose assembly and a separate 90-degree elbow fitting. This AD results from a report of a separated hose assembly for the passenger water system. We are issuing this AD to prevent a water leak into the flight deck ceiling, which could result in an electrical short and possible loss of several functions essential to safe flight.
2008-17-19: We are adopting a new airworthiness directive (AD) for the products listed above. 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: One ATR 42-300 experienced a collapse of the Right (RH) Main Landing Gear (MLG) when taxiing, caused by failure of the side brace assembly. Investigations revealed a crack propagation that occurred from a corrosion pit, in a very high stressed area of the upper arm. * * * * * * * * The unsafe condition is cracking of the upper arms of the secondary side brace assemblies of the MLG, which could result in collapse of the MLG during takeoff or landing, damage to the airplane, and possible injury to the flightcrew and passengers. We are issuing this AD to require actions to correct the unsafe condition on these products.
62-26-05: 62-26-05 PIPER: Amdt. 511 Part 507 Federal Register December 5, 1962. Applies to All Models PA-24 and PA-24 "250" Aircraft. Compliance required within the next 50 hours' time in service after the effective date of this AD, unless already accomplished. To preclude hazardous carbon monoxide contamination in the cockpit and engine power loss, caused by cracked muffler heater shrouds, accomplish the following: (a) For aircraft Serial Numbers 24-1 to 24-2298 inclusive, equipped with channel reinforced muffler P/N's 22594-00, 22594-02 on PA-24, and P/N's 22593-00, 23159-00 on PA-24 "250" installed as service replacements: (1) Remove the tail pipe, the right-hand exhaust stack, and carburetor heat shroud and inspect for cracks and hot spots. Pay particular attention to the junction of rear cylinder exhaust tube with the stack assembly. (2) Remove the muffler and muffler heater shroud. Carefully inspect the muffler for visible cracks, particularly in the areanear the tail pipe opening and examine the internal baffle and perforated tube. Submerge the muffler in water and pressure test at 10 p.s.i. (3) Replace the muffler prior to further flight if cracks, heat deterioration, defects, or wrinkles formed in the perforated tube are observed or if leaks are detected during the pressure test. (4) Rework the muffler heater shroud by: (i) enlarging the opening in the shroud in accordance with the Piper template; (ii) installing the muffler reinforcement tube, P/N 23482-00 using 20 rivets PDR 134A-6, or FAA approved equivalent; and (iii) installing cover plate P/N 23498-00 using 11 rivets AN 426A3-4, or FAA approved equivalent, in accordance with Piper Immediate Action Service Bulletin No. 210 (Kit P/N 754 484). (5) Reinstall the muffler exhaust stacks, tailpipe, and air ducts on the airplane. (b) For aircraft Serial Numbers 24-2299 to 24-3284 inclusive, equipped with channel reinforced muffler P/N's 22594-00, 22594-02 on PA-24, and P/N's 22593-00, 23159-00 on PA-24 "250", except aircraft Serial Numbers 24-2876, 24-2929, 24-2949, 24-2967, 24-2990, 24-3033, 24-3095, 24-3114, 24-3130, 24-3150, 24-3155, 24-3173, 24-3191, 24-3193, 24-3194, 24-3196, 24-3198, 24-3203, 24-3204, 24-3222, 24-3233, 24-3234, 24-3241, 24-3244, 24-3248, 24-3254, 24-3257, 24-3258, 24-3265, 24-3268, 24-3270, 24-3273, 24-3274, 24-3276, 24-3277, 24-3278, 24-3279, 24-3280, 24-3282, 24-3283, which have been modified: (1) Perform inspections required by (a)(1) and (a)(2), and the replacement required by (a)(3), if necessary. (2) Install new cabin heater shroud, P/N 23507-00 on PA-24, and P/N 23489-00 on PA-24 "250". Center the tailpipe in the shroud tailpipe opening. (3) Reinstall the muffler exhaust stacks, tailpipe, and air ducts on airplane. NOTE: PA-24 and PA-24 "250" mufflers have been manufactured incorporating two different styles of tailpipe reinforcement brackets. This AD requires modification of one style only - those with channel style reinforcement. See Sketch A of Piper Service Bulletin No. 210 for further identification. Both types of mufflers have been sold as service replacements. It will therefore be necessary to examine aircraft Serial Numbers 24-1 to 24-2587 inclusive, if the original muffler has been replaced, to determine if the modification is required. Aircraft Serial Numbers 24-2588 through 24-3284, were manufactured with the channel shaped reinforcement and will require modification except those already modified as indicated. (Use Piper Service Letter No. 324B as a guide for inspections in addition to Service Bulletin No. 210.) This directive effective December 5, 1962.
62-24-04: 62-24-04 DOUGLAS: Amdt. 504 Part 507 Federal Register November 8, 1962. Applies to All Model DC-8 Aircraft With Midwing Flap Actuating Cylinder Douglas P/N 3643685. These Cylinders Can Be Identified as Having an Outside Diameter of 3.810-3.820 Inches at the Forward End of the Barrel Where the Cylinders Attach to the Wing Flap Crank. \n\n\tCompliance required as indicated. \n\n\t(a)\tOn aircraft incorporating flap travel limit stops per paragraphs (a) and (b) of AD 62-16-02, the wing flaps shall be lowered with hydraulic pressure from the auxiliary pump and a close visual inspection of the forward 1/4 inch of length and around the entire periphery of both midwing flap actuating cylinder barrels shall be made daily for evidence of cracks or fluid leakage. Barrels exhibiting leakage or evidence of cracks shall be replaced prior to further flight. \n\n\t(b)\tOn aircraft not incorporating flap travel limit stops per AD 62-16-02, the inspections prescribed by (a) shall be accomplished prior to each flight. \n\n\t(c)\tThe inspections prescribed by (a) and (b) may be discontinued when the midwing wing flap cylinders P/N 3643685 are inspected and reworked in the manner described in Figure 1 of Douglas DC-8 Service Bulletin No. 27-134 for the outboard wing flap cylinders. Midwing wing flap cylinders inspected and reworked by operators in this manner will be subject to the inspection requirements prescribed for the outboard wing flap cylinders by paragraph 1.D(2) of Service Bulletin 27-134. Cylinders reworked by the operator shall in addition to the identification prescribed by Service Bulletin 27-134, be further identified by a color code or FAA approved equivalent. \n\n\t(d)\tUpon 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 Service Bulletin No. 27-134 covers this same subject.) \n\n\tThis directive effective upon publication in the Federal Register for all person except those to whom it was made effective immediately by telegram dated October 19, 1962.
62-02-04: 62-02-04 DOUGLAS: Amdt. 392 Part 507 Federal Register January 24, 1962. Applies to DC-8 Aircraft Serial Numbers 45252-45289, 45291-45306, 45376-45393, 45408-45413, 45416-45419, 45421-45431, 45433-45437, 45442-45445, 45526, 45565-45570, 45588-45614, 45616-45628 and 45636-45638. \n\n\tCompliance required as indicated. \n\n\tTo prevent aileron tab lockout mechanism bracket assembly failure, resulting in partial or complete loss of control force to one aileron, the following shall be accomplished: \n\n\t(a)\tAt periods prescribed in (b), conduct close visual inspection, using low-power magnifying glass or equivalent means, for evidence of cracking of the left and right side aileron tab lockout bracket assemblies, P/N 4643350. The critical areas to be inspected are shown in Douglas Service Bulletin 27-115, Figure 1, Step 3. Any evidence of cracking shall be verified by dye check or equivalent means, with the tab lockout cylinder disconnected from the bracket assembly, within the next 10hours' time in service following the detection of such evidence of cracking. Any part found to be cracked shall be replaced prior to further flight with an assembly of the same part number which has been inspected in accordance with the provisions of this paragraph and found to be free of cracks or with assembly P/N 3773970-1. \n\n\t(b)\tThe initial and repetitive inspections of assemblies, P/N 4643350, shall be conducted at the following times: \n\n\t\t(1)\tOn assemblies which have accumulated a total time in service of less than 3,000 hours as of the effective date of this AD: Initial inspection within next 350 hours' time in service, but in no event to exceed 3,100 hours' assembly total time in service; repetitive inspections thereafter at intervals not to exceed 350 hours' time in service except that after the assembly total time in service reaches 3,000 hours the repetitive intervals shall not exceed 100 hours' time in service. \n\n\t\t(2)\tOn assemblies which have accumulated a total time in service of 3,000 hours or more as of the effective date of this AD: Initial inspection within next 100 hours' time in service; repetitive inspections thereafter at intervals not to exceed 100 hours' time in service. \n\n\t(c)\tWhen assembly, P/N 3773970-1 is installed in place of P/N 4643350, the repetitive inspections may be discontinued. \n\n\t(d)\tWhen assembly P/N 4643350 is replaced with an assembly of the same part number which has been inspected in accordance with (a) and found to be free of cracks, the replacement part shall be reinspected in accordance with the provisions of (b). \n\n\t(e)\tUpon 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.(Douglas Service Bulletin 27-115, Revision No. 1, dated October 25, 1961, pertains to this same subject.) \n\n\tThis directive effective January 24, 1962.
72-07-04: 72-07-04 HAWKER SIDDELEY AVIATION: Amdt. 39-1409. Applies to Models DH.125-1A, -1A/522, -1A/R-522, -1A/S-522, -3A, -3A/R, -3A/RA, and -400A airplanes which have been modified in accordance with Hawker Siddeley Modification 252052. To prevent possible seizure of the windscreen de-icing handpump No. M.2604, within the next 100 hours' time in service after the effective date of this AD, unless already accomplished, accomplish either of the following: (a) Modify the pump by replacing the washers and seal with pre-Modification 252052 parts in accordance with Hawker Siddeley Service Bulletin No. 30-24-(2194), dated December 23, 1970, or later ARB-approved issue or FAA-approved equivalent; or (b) Replace the pump with a new pump No. M.2601/1 in accordance with Hawker Siddeley Service Bulletin No. 30-24-(2194), dated December 23, 1970, or later ARB-approved issue or FAA-approved equivalent. This amendment becomes effective April 15, 1972.
50-23-02: 50-23-02 DOUGLAS: Applies to All Model DC-6 Aircraft. \n\n\tTo be accomplished as indicated below: \n\n\t1.\tAll P/N 5245424 and P/N 5248748 nose gear yoke end fittings which have not been shotpeened in the journal radius prior to original installation or by subsequent rework should be removed for inspection after being in service for a period not to exceed 6,000 hours. Nose gear yoke end fittings which have already accumulated service time in excess of 6,000 hours should be removed for inspection as soon as practical but not later than September 1, 1950. Shotpeening can be distinguished by the dull gray color and coarse surface of the shotpeened area. \n\n\t2.\tFittings removed at the 6,000-hour period may be used for an additional 4,000 hours or a total service life of 10,000 hours if inspected and reworked as follows: \n\n\t\t(a)\tStrip anodic surface from part, and subject to Zyglo inspection paying particular attention to the journal radius. If no cracks are found, the radius should be polished to remove all blemishes and then shotpeened. This inspection and shotpeening must be done by the Douglas Aircraft Co., an agency approved by that company, or by a method that has been substantiated as being equivalent to the procedure recommended by the Douglas Co. \n\n\t\t(b)\tInspect the base radius of the spot faces of the six mounting holes. Parts having zero radius (sharp corner) to 0.031 radius at this point must be reworked to obtain an 0.062 spot face radius. It will be permissible to increase the original spot face diameter of 1 1/8 inches to 1 1/4 inches to obtain the 0.062 radius. Parts having 0.031 or better radius need not be reworked. Parts should be reanodized after completion of all work. \n\t\t(c)\tInspect the inside diameter of the 2103390 ring. All sharp edges should be given a 0.031 radius. \n\t\t(d)\tInspect the inside diameter of the flanged end of the 2333253 bushing to see that it has a 1/8-inch radius and rework if necessary. \n\n\t3.\tFittings shotpeened at time of original installation may be operated for a maximum service period of 10,000 hours provided they do not have the zero spot face radius at the mounting holes. Parts falling in this category should be removed at the normal gear overhaul period of 8,000 hours for rework of the spot face radius. \n\n\t4.\tAll fittings should be scrapped after reaching a total service life of 10,000 hours. \n\n\t(Douglas General Service Letter DC-6 No. 26 dated April 7, 1950, covers the same subject.)