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2006-15-06: The FAA is superseding an existing airworthiness directive (AD), which applies to certain Airbus Model A300 series airplanes and all Model A300-600 and A310 series airplanes. That AD currently requires repetitive inspections of the pitch trim system to detect continuity defects in the autotrim function, and follow-on corrective actions if necessary. For certain airplanes, this new AD requires replacing the flight augmentation computers (FACs) with new improved FACs. This AD also revises the applicability of the existing AD. This AD results from the development of a final action intended to address the unsafe condition. We are issuing this AD to prevent a sudden change in pitch due to an out-of-trim condition combined with an autopilot disconnect, which could result in reduced controllability of the airplane.
57-16-02: 57-16-02 DOUGLAS: Applies to All DC-7 Series Aircraft Prior to Fuselage No. 697. \n\n\tCompliance required as indicated. \n\n\tAn operator recently experienced a failure in the threaded area of the forward end of the rudder tab push-pull tube P/N 3483231, which resulted in a declared emergency and unscheduled landing due to loss of rudder control. Investigation reveals that tubes reamed to accommodate the end fittings are unsatisfactory. Also, it has been determined that many rudder tab push tube assemblies, P/N's 3593396, 3593396-501, as well as 3483231, have been reamed in order to accommodate the end fittings. \n\n\tOn all aircraft on which the above-mentioned assemblies have 5,000 hours of operation or more an inspection must be conducted within the next 300-hour operation, unless already accomplished, to determine whether the rods have been reamed and for signs of failure of the tube and end fittings. All assemblies found cracked and those reamed in excess of the limits outlined in Douglas Service Bulletin DC-7 No. 181 reissued February 8, 1957, must be replaced. Unless disassembled, x-ray is believed to be the only reliable means of verifying whether the tubes have been reamed in excess of the limits specified by Douglas. \n\n\tAll assemblies not cracked and are not reamed in excess of the limits specified in the Douglas Service Bulletin must be visually reinspected at periods not to exceed 300 hours of operation until they are replaced with new push-pull tube assembly, P/N 3593396, which have been manufactured without resorting to reaming. \n\n\t(Douglas Service Bulletin DC-7 No. 68, reissued February 8, 1957, describes the modifications required to install P/N 3593396 on those aircraft that presently incorporate P/N 3483231.) \n\n\tThis supersedes AD 56-24-3.
66-27-06: 66-27-06 GRUMMAN: Amdt. 39-296 is further amended by Amendment 39-2452. Applies to Models G-164 and G-164A Airplanes that have elevators with Serial Number 461 and Below. Compliance required as indicated. To prevent failure of the elevator torque tube due to cracks, accomplish the following: (a) For airplanes with 1,000 or more hours' time in service on April 22, 1966, comply with (d) within the next 25 hours' time in service after April 22, 1966, and at intervals not to exceed 100 hours' time in service from the last inspection until modified in accordance with (f). (b) For airplanes with 500 or more but less than 1,000 hours' time in service on April 22, 1966, comply with (d) within the next 100 hours' time in service after April 22, 1966, or before the accumulation of 1,025 hours' time in service whichever occurs first, and at intervals not to exceed 100 hours' time in service from the last inspection until modified in accordance with (f). (c) For airplanes with less than 500 hours' time in service on April 22, 1966, comply with (d) before the accumulation of 600 hours' time in service and at intervals not to exceed 100 hours' time in service from the last inspection until modified in accordance with (f). (d) Remove two inboard blind rivets that attach the elevator leading edge skin cover, to the right-hand elevator torque tube. Visually inspect the torque tube for cracks where inboard elevator rib, is welded to the torque tube and between the two inboard blind rivets. If no cracks are found, install new rivets before further flight. If cracks are found, comply with (f) before further flight. (e) Within the next 25 hours in service after the effective date of the amendment, unless already accomplished within the last 75 hours in service, visually inspect the lefthand elevator torque tube for cracks where the inboard rib is welded to the torque tube. This inspection must be repeated at intervals of 100 hours until the aircraft is altered in accordance with paragraph (f). (f) Modify torque tube in accordance with Grumman Model G-164 Alert Service Bulletin No. 33, dated March 8, 1966, or later FAA-approved revision, or an equivalent approved by an FAA Aircraft Engineering Division or Engineering and Manufacturing Branch. This supersedes AD 66-11-01. Amendment 39-296 was effective October 29, 1966. This amendment, 39-2452 is effective December 16, 1975.
2000-06-11: This amendment adopts a new airworthiness directive (AD), applicable to Turbomeca Makila 1 series turboshaft engines, that requires a one-time visual inspection of the scavenge and lubrication systems for obstruction due to coke deposits, then reconditioning of the engine oil system prior to return to service. This amendment is prompted by a report of an in-flight engine shutdown due to roller bearings contaminated by certain types of detergent oil. The actions specified by the proposed AD are intended to prevent in-flight engine shutdown due to roller bearing failure following oil contamination.
59-09-03: 59-09-03 HARTZELL: Applies to All Propeller-Engine Combinations Consisting of HC- 82-XG Series Propellers Installed On Lycoming 0-320 Series Engines and On Some 0-340 Series Engines (as noted below). Compliance required as indicated. There are six 3/8-inch diameter bolts used to hold the HC-82XG Series propellers on the 0-320 and some 0-340 engines (if a Hartzell HC-82XL Series propeller is installed on a Lycoming 0-340 Series engine, the bolts are already 7/16-inch in diameter). A number of these bolts have broken and, in several cases, the failures progressed, allowing the propeller to separate from the engine. In order to minimize the possibility of this type of failure, inspect and take action as follows: (1) If the mounting bolts have not been checked for the proper torque within the last 100 hours, check these bolts for the proper 30 foot-pounds torque before completing the next 25 hours' operating time and at or before completing each 100-hour operating period thereafter until item (2) is complied with. (2) At next engine or propeller overhaul but not later than January 1, 1961, change mounting bolts from 3/8-inch to 7/16-inch. Use bolts specified in Hartzell Bulletin No. 68. Change marking on propeller from HC-82XG-( ) to HC-82XL-( ). Change markings on 0-320 Series engines as instructed in Lycoming Service Bulletin No. 253A. The model designation of Lycoming 0-340 Series engines will not change since, when this AD is complied with, all 0-340 engines will incorporate 7/16-inch bolts. (Hartzell Bulletins Nos. 41 and 68 and Lycoming Service Bulletin No. 253A cover this same subject.)
2006-15-02: We are adopting a new airworthiness directive (AD) that supersedes AD 2003-09-01, which applies to certain Pilatus Aircraft Ltd (Pilatus) Model PC-6 airplanes. AD 2003-09-01 currently requires you to inspect and correct, as necessary, the aileron control bellcrank assemblies at the wing and fuselage locations. Since we issued AD 2003- 09-01, the FAA determined the action should also apply to all the models of the PC-6 airplanes listed in the type certificate data sheet of Type Certificate (TC) No. 7A15 that were produced in the United States through a licensing agreement between Pilatus and Fairchild Republic Company (also identified as Fairchild Industries, Fairchild Heli Porter, or Fairchild-Hiller Corporation). In addition, the intent of the applicability of AD 2003-09-01 was to apply to all the affected serial numbers of the airplane models listed in TC No. 7A15. This AD retains all the actions of AD 2003-09-01, adds those Fairchild Republic Company airplanes to the applicability of this AD, and lists the individual specific airplane models. We are issuing this AD to detect and correct increased friction in the aileron control bellcrank assemblies, which could result in failure of the aileron flight-control system. Such failure could lead to problems in controlling flight. DATES: This AD becomes effective on August 23, 2006. As of June 17, 2003 (68 FR 22582, April 29, 2003), the Director of the Federal Register previously approved the incorporation by reference of Pilatus Service Bulletin No. 27-001, dated June 5, 2002, in accordance with 5 U.S.C. 552(a) and 1 CFR part 51.
2000-06-13: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Boeing Model 737-200, -200C, -300, and -400 series airplanes, that currently requires repetitive visual inspections to detect cracking of the corners of the door frame and the cross beams of the aft cargo door, and corrective actions, if necessary. That AD also provides an optional terminating action for certain repetitive inspections. This amendment requires repetitive high frequency eddy current (HFEC) inspections, and corrective actions, if necessary. This amendment also mandates accomplishment of the previously optional terminating action. The actions specified by this AD are intended to prevent fatigue cracking of the corners of the door frame and the cross beams of the aft cargo door, which could result in rapid depressurization of the airplane.
2018-13-07: We are adopting a new airworthiness directive (AD) for all Rolls-Royce plc (RR) Trent 1000-A, Trent 1000-C, Trent 1000-D, Trent 1000-E, Trent 1000-G, and Trent 1000-H turbofan engine models. This AD requires inspecting the intermediate-pressure compressor (IPC) stage 1 rotor blades, IPC stage 2 rotor blades, and IPC stage 2 dovetail posts, and removing any cracked parts from service. This AD was prompted by crack findings on the IPC rotor blades, which could lead to separations resulting in engine failures. We are issuing this AD to address the unsafe condition on these products.
66-08-02: 66-08-02\tBOEING: Amdt. 39-216 Part 39 Federal Register March 23, 1966. Applies to Model 727 Airplanes Delivered July 2, 1965, through January 20, 1966, and Airplanes that Have Had Flap Drive Coupling Sleeve, P/N 33513-1, Replaced. \n\n\tCompliance required as indicated, unless already accomplished.\n \n\tTo prevent disengagement of the flap drive and the outboard aileron lockout, accomplish the following: \n\n\t(a)\tWithin the next 125 hours' time in service after the effective date of this AD, visually inspect flap drive coupling sleeve, P/N 69-33513-1, to ensure that the end of the coupling sleeve, opposite the flange end, is rolled 180 degrees, forming a lip. \n\n\t(b)\tReplace sleeves having ends not rolled 180 degrees before further flight. \n\n\t(Boeing telegram to Boeing operators, dated January 20, 1966, pertains to this subject.)\n \n\tThis directive effective March 23, 1966.
57-06-03: 57-06-03 PRATT & WHITNEY: Applies to All Wasp Major Engines. Compliance required as soon as possible but not later than May 31, 1957. As a result of propeller shaft oil transfer bearing failures, several cases of loss of propeller control occurred which make it impossible to feather the affected propellers. It has been determined that brazing of the propeller shaft oil transfer tube adapter to the propeller shaft oil transfer bearing is subject to failure if the brazing is not adequate. To assure that the brazed joint is satisfactory, the following inspection must be accomplished on bearings with brazed oil tube transfer adapters: 1. X-ray the brazed joints to determine if brazing is satisfactory (limits established by Pan American World Airways and/or Pratt & Whitney Aircraft.) 2. Subject the bearing to 1,500 p.s.i. hydraulic pressure test. 3. Conduct a dye penetrant inspection of the brazed joints. If the bearing does not pass these inspectionsit must be repaired or replaced. A new bearing, P/N 341627, which has eliminated the brazed joints is available and may be used. This new bearing does not require the above mandatory inspections. Information on inspection procedure and limitation is available from Pratt & Whitney Aircraft.