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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.)
2008-20-04: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued 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: High pressure (HP) turbine discs recently inspected in accordance with the Engine Manual have exhibited cracks in the disc rim. The discs have failed to meet the inspection acceptance criteria and have been returned to Rolls-Royce for engineering investigation. This investigation has concluded that the cracks have resulted from scores within the cooling air holes in the disc rim that could have been introduced during new part manufacture or during overhaul of the disc. The engineering investigation has concluded that if this cracking was undetected then it could result in uncontained disc failure and a potential unsafe condition for the aircraft. We areissuing this AD to prevent uncontained disc failure, possibly resulting in damage to the airplane.
47-43-01: 47-43-01 CESSNA: (Was Mandatory Note 12 of AD-768-5.) Applies to 120 and 140 Aircraft Serial Numbers Up to and Including 11842. Compliance required prior to January 1, 1948. Reroute the lower end of the primer line located on the left side of the firewall and rotate the strainer fitting so that it points downward and to the left at an angle of 60 degrees to the horizontal. Slip approximately 6 inches of vinylite tubing over the upper and lower ends of this primer line and install a shield around this line between the two pieces of vinylite tubing. This will preclude the possibility of fuel coming in contact with the left exhaust manifold in the event of a failure in this primer line. (Cessna Service Letter No. 34, dated March 24, 1947, covers this same subject.)
47-07-01: 47-07-01 BELLANCA: (Was Mandatory Note 4 of AD-773-5.) Applies to Models 14-13, 14-13-2 All Serial Numbers Up to and Including 1200. To be accomplished not later than next periodic inspection. Check fuel selector valve handle for proper indexing on valve by setting handle in L-ON and in R-ON position, by disconnecting the fuel line, and by blowing through line when there should be free passage of air. After tank positions have been set, the valve handle and shank should be permanently marked to identify the index position. Attach handle positively to shank by drilling through one side of the handle and halfway through the shank with a drill of number 53 size and inserting a pin of 1/16-inch diameter drill rod. (Bellanca Service Bulletin No. 4 covers inspection of the valve handle installation.)