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73-01-02: 73-01-02 CESSNA: Amdt. 39-1579. Applies to Model 310N (Serial Numbers 310N0001 thru 310N0198), Model 310P (Serial Numbers 310P0001 thru 310P0240), and Model 310Q (Serial Numbers 310Q0001 thru 310Q0130) airplanes. NOTE: This AD is not applicable to Model T310 airplanes which fall within these serial number ranges. Compliance: Required as indicated, unless already accomplished. To prevent moisture from possibly entering the alternate air system and freezing on powerplant induction system components when operating in below freezing temperatures, accomplish the following: Within 50 hours' time in service after the effective date of this AD, install deflector baffles over the alternate air inlet in the vertical baffle and enlarge the warm air cut out in the induction air canister in accordance with Cessna Service Letter ME70-43 and Service Kit SK310-82D, or any other method approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. Thisamendment becomes effective January 5, 1973.
71-06-03: 71-06-03 PRATT & WHITNEY: Amdt. 39-1168 as amended by Amendment 39-1211. Applies to all Pratt & Whitney Aircraft JT4A series turbojet engines which incorporate the following serial number 12th stage compressor rotor disc part number 360112. 2G5181 2G6360 2G5182 2G6362 2G5183 2G6363 2G5446 2G6445 2G5807 2G6448 2G5812 2G6449 2G5818 2G6454 2G5820 2G6581 2G5821 2G6583 2G5825 2G6585 2G5826 3G0201 2G6027 2G6030 5F7645 7 5F858 6F8362 5F7646 5F8588 6F9707 5F8544 through 5F8695 6F9739 5F8547 6F7206 6F9751 5F8550 through 6F7207 6F9753 through 5F8553 6F7210 6F9759 5F8558 6F7214 6F9760 through 5F8576 6F7218 6F9765 5F8577 6F7501 6F9846 5F8581 through 6F7502 6F9853 5F8584 6F7504 6F9861 6F7949 6F9866 6F8168 7F0156 6F8198 7F0480 7F0556 Pratt & Whitney Aircraft telegram PSE/RS/1-3-10-1 covers this same subject. Compliance required as indicated. To preclude twelfth stage compressor rotor disc failure as the result of suspected material deficiency, accomplish the following: 1. For all the previously listed serial number twelfth stage compressor rotor discs: A. With 18,000 hours or more in service within the next 50 hours in service after the effective date of this AD, replace the suspect serial number disc. B. With 18,000 hours or less in service prior to the accumulation of 18,050 hours in service, replace the suspect serial number disc. 2. Upon submission of substantiating data by an owner or operator through an FAA Maintenance Inspector, the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region, may adjust the compliance time. Amendment 39-1168 was effective March 12, 1971. This amendment 39-1211 is effective May 19, 1971 and was effective for all recipients of the telegram dated March 12, 1971 which contained this amendment.
68-21-03: 68-21-03 PIPER: Amendment 39-667. Applies to Model PA-23-250 and PA-E23-250 Aircraft Serial Nos. 27-2505 through 27-3858 that Incorporate AiResearch Turbosupercharged Lycoming IO-540-J4A5 or IO-540-C4B5 Engines Installed in accordance with Supplemental Type Certificate No. SA909WE or SA978WE, or in accordance with Piper Aircraft Corporation Drawing No. 32016. Compliance required within 10 hours of aircraft operations after the effective date of this Airworthiness Directive, unless previously accomplished. To preclude failures of the exhaust tailpipe assemblies, AiResearch P/N 286-P23-060-5 and P/N 286-P23-060-9: (a) Visually inspect both the left and right hand engine tailpipes for cracks or deformation. If a crack or deformation is found in either tailpipe, retire the affected tailpipe assembly and replace with a new tailpipe assembly of the same part number. (b) Visually inspect both the left and right hand engine tailpipes for sufficient clearance betweenthe tailpipes and the firewalls and between the tailpipes and the cowl flaps in accordance with AiResearch Aviation Service Company Service Bulletin No. 14.1.8 dated April 25, 1968, or later FAA approved revisions. If sufficient clearance does not exist, install AiResearch Kit P/N 301-P23-063 and adjust for sufficient clearance in accordance with the above service bulletin. This amendment becomes effective October 28, 1968.
47-51-02: 47-51-02 CURTISS-WRIGHT Applies to Model C-46 Series Aircraft Equipped with Horizontal Stabilizer and Elevator Assemblies, Curtiss-Wright P/N's 20-110-5001 and 20-130- 5701, Respectively. Compliance required within 100 hours' time in service after the effective date of this amendment unless already accomplished. The attachment bolts in the elevator hinges and the spring and trim tab bellcranks, located in the stabilizer, tend to loosen with resultant elongation of the holes and grooving of the bolts. 1. Replace the eight AN 5-14 hinge bolts on the 20-130-5701 elevator installation with NAS 55-14 or AN 175-14 bolts. 2. Replace the eight AN 4-26 bolts on the 20-130-5700 elevator installation with NAS 54-26 or AN 174-26 bolts. 3. Replace four AN 23-11A and two AN 23-12A bolts through 20-110-5020 or 20- 110-5112 blocks on each of the outboard stabilizer ribs with four NAS 53A-7 or AN 173-7A and two NAS 53A-10 or AN 173-10A bolts. Replace six existing bolts on eachof the inboard hinges with NAS 53A-7 or AN 173-7A bolts. 4. Fabricate spacers from 24ST material having an O.D. of 0.590 to 0.594 inch, 1.562 plus 0.005, minus 0.000 inches in length and drill concentric hole lengthwise 0.250 inch in diameter. Install spacer between the two hub bearings on "Idler Assem-Elev Trim Tab" P/N 20- 530-5722 and "Idler Assem-Elev Trim Tab (L.H.)" P/N 20-530-5775 so that the AN 24 bolts attaching the idlers to their mating bracket may be so tightened as to prevent rotation of the bolt in the inner bearing race or in the holes of the bracket. 5. Fabricate 0.75 diameter X1.012 inches plus 0.005, minus 0.000 spacers (Curtiss P/N 20-530-5709-1201) from 24ST alclad and drill 0.250. Install these spacers between the two hub bearings in the 20-530-5709 spring tab bellcranks. 6. P/N 1007-D-4-250 shoulder bushings should be installed in each 20-130-5775-2 bracket. Revised December 28, 1964.
73-08-01: 73-08-01 BOEING VERTOL: Amendment 39-1618 as amended by Amendment 39-2120. Applies to all 107-II type helicopters. Compliance required as indicated unless already accomplished. In order to detect surface defects which can cause complete failure of the P/N 107D2067 aft transmission quill shaft, accomplish the following: 1. Within 25 flight hours after the effective date of this AD, inspect and code mark, in accordance with paragraph 3, all P/N 107D2067-1 or -3 quill shafts having 600 hours total time except those quill shafts specified in Service Bulletin A107-320, Revision C. 2. Quill shafts with less than 600 hours total time, except those quill shafts specified in Service Bulletin A107-320, Revision C, must comply with paragraph 3 prior to accumulating 600 hours total time in service. 3. Strip quill shaft at the .375 inch diameter pin hole; inspect under microscope magnification, code mark acceptable units with suffix letter "R" and apply surface treatments in accordance with Boeing-Vertol Telex 8-1420-1-291 dated 16 November 1972, or Service Bulletin No. A107-320 dated April 30, 1973, and subsequent approved revisions, or an equivalent procedure approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. Inspect for surface pits, arc burns and cracks. Replace any quill shaft which has surface pits, arc burns or cracks with a shaft which has been inspected in accordance with this paragraph or a shaft referenced in Service Bulletin No. A107-320, Revisions A and C. (Boeing-Vertol Service Bulletin Nos. A107-320A, A107-320B and A107-320C, and Boeing Vertol Telex Nos. 8-1420-1- 268 and 8-1420-1-254 and available specimen photographs pertain to this subject.) Amendment 39-1618 was effective April 9, 1973. This amendment 39-2120 is effective March 11, 1975.
2008-26-07: We are adopting a new airworthiness directive (AD) for all McDonnell Douglas airplanes identified above. This AD requires repetitive inspections of the lower skin and stringers at stations Xw=408 and Xw=-408, and corrective actions if necessary. This AD results from reports of cracks in the skins and stringers at the end fasteners common to the stringer end fittings at stations Xw= 408 and Xw=-408 wing splice joints. We are issuing this AD to detect and correct fatigue cracking in the skins and stringers at the end fasteners common to the stringer end fittings at certain station and wing splice joints, which could result in wing structure that might not sustain limit load, and consequent loss of structural integrity of the wing.
71-16-05: 71-16-05 BRITISH AIRCRAFT CORPORATION: Amdt. 39-1249. Applies to Model BAC 1- 11 200 and 400 series airplanes. To prevent a hazardous drift in the Voltage Sensing Unit, within the next 800 hours' time in service after the effective date of this AD, incorporate Rotax Modification SP 7174 by replacing the transistor T.1 in the Rotax Voltage Sensing Unit Type U.3619 or U.3619/1 with a new transistor, P/N.197235/1, in accordance with Rotax Service Bulletin No. 24-368 dated May 4, 1970, or later ARB-approved issue or an FAA-approved equivalent. (British Aircraft Corporation Model BAC 1-11 Service Bulletin 24-PM 4641, Revision 2, dated June 15, 1970, refers to this subject.) This amendment becomes effective July 29, 1971.
69-03-01: 69-03-01 VICKERS VISCOUNT: Amdt. 39-717. Applies to Model 744 Airplanes. Compliance required as indicated. (a) For airplanes with inner wing lower spar booms which have accumulated 7,000 or more landings on the effective date of this AD, before further flight, except that the airplane may be flown in accordance with FAR 21.197 to a base where the repair can be performed, replace inner wing lower spar booms with new booms of the same part number. (b) For airplanes with inner wing lower spar booms which have accumulated less than 7,000 landings on the effective date of this AD, replace inner wing lower spar booms before the accumulation of 7,000 landings with new booms of the same part number. (c) All new inner wing lower spar booms that are installed in accordance with the requirements of paragraph (a) or (b) of this AD must be replaced before the accumulation of 7,000 landings. (d) For the purpose of complying with this AD, subject to acceptance by the assignedFAA maintenance inspectors, the number of landings may be determined by dividing each airplane's hours' time in service by the operator's fleet average time from takeoff to landing for the airplane time. This amendment becomes effective upon publication in the FEDERAL REGISTER and was effective upon receipt for all recipients of the telegram dated January 7, 1969, which contained this amendment.
67-33-02: 67-33-02 de HAVILLAND AIRCRAFT: Amdt. 39-532, Part 39, Federal Register December 30, 1967. Applies to Type DHC-6 Aircraft. Due to flutter of the left elevator trim tab, accomplish the following after the effective date of this AD unless already accomplished. (a) Prior to the next flight, install the following placard in full view of the pilot: "SPEED SHALL NOT EXCEED 125 KNOTS IAS (144 M.P.H. IAS)". (b) Prior to the next flight, accomplish the following one-time inspections on the left elevator-trim tab assembly: (1) Remove the bolt between the push rod and the tab operating lever and operate the trim tab control in the cockpit until the screw jack in the elevator is fully retracted. Lower the tab until the bolt can be inserted through the operating arm and the push rod without exerting pressure on the trim tab. If this can be accomplished, reconnect the tab to the push rod. If the holes do not align, adjust the push rod sufficiently to allow assembly withoutexerting pressure on the trim tab. (2) With the trim tab in the neutral position, assure that the total vertical free play, measured adjacent to the operating lever, does not exceed one-tenth (0.1) inches at the trailing edge of the tab. Comply with this limit prior to further flight. (c) Before each flight, visually inspect the left elevator trim tab top and bottom skins for diagonal buckling or concavity, other than the manufactured flutes. Trim tabs found to contain diagonal buckles or concavities must be replaced before further flight with a part of the same part number that has been inspected in accordance with this paragraph, or with an equivalent part approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. The repetitive inspection required by this paragraph also applies to replacement parts. (d) The placard required by (a) may be removed, and the repetitive inspection required by (c) may be discontinued, when a trim tab modification,approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region, is incorporated. (e) Upon request with substantiating data submitted through an FAA maintenance inspector, the compliance time specified in this AD may be increased by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. This amendment effective December 30, 1967, for all persons except those to whom it was made effective immediately by telegram dated December 1, 1967.
2008-26-02: The FAA is superseding an existing airworthiness directive (AD) for certain GE CT7-8A turboshaft engines. That AD currently requires initial and repetitive inspections of the electrical chip detectors for the No. 3 bearing. This AD requires removing from service certain GE CT7-8A turboshaft engines within 6,200 cycles-since-new. This AD results from investigation for the root causes of two failures of the No. 3 bearing. We are issuing this AD to prevent failure of the No. 3 bearing due to contamination by aluminum oxide, which could result in a possible in-flight shutdown of the engines and loss of control or forced landing of the aircraft.