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48-50-04: 48-50-04 CONVAIR: Applies to All Model 240 Aircraft. Compliance required by May 1, 1949. 1. Install steel nose gear upper centering cam, Bendix P/N 157627 in lieu of bronze cam. 2. Install main nose landing gear shock strut bearing and packing nut lock pins, in six places, Bendix P/N 54201 in lieu of lock rings. 3. Rework nose gear steering mechanism. 4. Install nose gear centering guides in nose wheel well. (Consolidated-Vultee Aircraft Corp. Service Bulletin Nos. 240-104A, -161, -162A, -167, and -201; CVAC Service Information Letter No. 310, and Bendix Service Bulletin No. L. G. 504, also cover these same subjects.)
47-20-06: 47-20-06 ERCO: (Was Mandatory Note 14 of AD-718-6.) Applies Only to 415-C, -CD and -D Aircraft Serial Numbers 113-3784, Inclusive, Except the Following Which Have New Design Incorporated: 3719, 3720, 3723, 3724, 3726, 3729, 3732, 3735, 3738, 3741, 3742, 3744, 3745, 3747, 3750, 3753, 3756, 3759, 3762, 3764, 3765, 3767, 3768, 3771, 3774, 3777, 3780, 3783. Compliance required not later than next 100-hour inspection unless visual inspection indicated immediate repair is required. Flexing of the lower aileron skin has resulted in fatigue cracks in the beam in the balance weight area. Inspect the beam and lower aileron skin carefully for cracks and drill relief holes at the ends of all cracks. Then add reinforcement plates (Erco P/N 415-16039-5 and -6) to the front face of the aileron beam and lower surface of the lower aileron skin, respectively, following the procedure outlined in Ercoupe Service Department Bulletin No. 20. (Blind, Type A, AN 450-4-10 may be used in lieu of DupontExplosive DR134A-8 and DR134A-10 rivets, respectively.) Use new longer AN 526C632-7 truss head screws to reinstall the balance weight. Check the aileron rigging and the aileron bellcrank pushrod for freedom from binding in the rod end under full aileron travel before again placing the airplane in operation. (Ercoupe Service Department Bulletin No. 20 dated February 17, 1947, covers this subject in greater detail.)
2008-22-08: We are adopting a new airworthiness directive (AD) for certain Boeing Model 757-200 and 757-300 series airplanes. This AD requires installing a bonding jumper between a ground and the clamp on the tube of the forward and aft gray water composite drain masts. For certain airplanes, this AD requires inspecting existing aft bonding jumper assemblies that might be too short, repair if necessary, and replacing the bonding jumper assembly with a new, longer bonding jumper assembly if necessary. This AD results from a report of charred insulation blankets and burned wires around the forward gray water composite drain mast found during an inspection of the forward cargo compartment on a Model 767-300F airplane. We are issuing this AD to prevent a fire near a composite drain mast and possible disruption of the electrical power system due to a lightning strike on a composite drain mast, which could result in the loss of several functions essential for safe flight.
47-43-02: 47-43-02 CESSNA: (Was Mandatory Note 13 of AD-768-5.) Applies to 120 and 140 Aircraft Serial Numbers 8001 to 8480, Inclusive. Compliance required prior to January 1, 1948. To eliminate the possibility of confusion in the operation of the fuel selector valve, remove the embossed pointer from the selector valve handle and ascertain that the selector valve handle and ascertain that the selector valve handle is installed so that the handle indicates correctly the position of the selector valve as shown by the valve placard.
72-25-02: 72-25-02 ROLLS ROYCE (1971) LIMITED: Amendment 39-1567 as amended by Amendment 39-1624. Applies to Rolls Royce Continental engines that have oil pump drive gear P/N's 22354/RR or 23403/RR installed. Those engines may include Model RR C90, except S/N's 11R021 and subsequent; Model RR O-200 engines, except S/N's 23R590 through 23R600 and 23R638 and subsequent and Model RR O-300 engines, except S/N's 31R162 and subsequent. Compliance required as indicated. To prevent the loss of oil pressure due to excessive wear of oil pump drive gear P/N's 22354/RR or 23403/RR accomplish the following: (a) Within the next 25 hours' time in service after the effective date of this AD, unless already accomplished within the last 25 hours' time in service before the effective date of this AD, and thereafter at the intervals specified in paragraph (b), determine the amount of back lash (angular movement) in the oil pump drive gear in accordance with Rolls Royce Service Bulletin No. T-200, dated November 26, 1971, or an FAA-approved equivalent. (b) If the amount of back lash (angular movement) determined in accordance with paragraph (a) during an inspection required by paragraph (a) or this paragraph is - (1) Six degrees or less, continue to inspect in accordance with paragraph (a) at intervals not to exceed 300 hours' time in service since the last inspection; (2) More than 6 degrees but not more than 10 degrees, continue to inspect in accordance with paragraph (a) at intervals not to exceed 100 hours' time in service since the last inspection; (3) More than 10 degrees but not more than 14 degrees, continue to inspect in accordance with paragraph (a) at intervals not to exceed 25 hours' time in service since the last inspection; (4) More than 14 degrees, before further flight, replace oil pump drive gear P/N's 22354/RR or 23403/RR, as applicable, with - (i) An improved oil pump drive gear as specified in Rolls Royce Service Bulletin No. T-200, dated November 26, 1971, or an FAA-approved equivalent; or (ii) An oil pump drive gear of the same part number with 14 degrees or less of back lash (angular movement), determined in accordance with paragraph (a), and continue to comply with paragraph (b), as applicable. (c) The repetitive inspections required by subparagraphs (b)(1), (b)(2), (b)(3), and (b)(4)(ii) may be discontinued when oil pump drive gear P/N's 22354/RR or 23403/RR are replaced with improved oil pump drive gear as specified in Rolls Royce Service Bulletin No. T-200, dated November 26, 1971, or an FAA-approved equivalent. NOTE: Copies of Rolls Royce Service Bulletin No. T-200, dated November 26, 1971, may be obtained by request to the following address: Teledyne Continental Motors Attention: Circulation Department P.O. Box 90 Mobile, Alabama 36601 Amendment 39-1567 became effective December 4, 1972. This amendment 39-1624 becomes effective April 23, 1973.
49-40-01: 49-40-01 LUSCOMBE: Applies to All Model 11A Aircraft. Compliance required on or before the next periodic inspection but not later than December 1, 1949. To preclude the possibility of the elevator trim tab actuating horn becoming disconnected from the trim tab, with consequent serious vibration of the horizontal tail surfaces, it is necessary to rework the attachment of the trim tab horn by adding more rigidity to the attachment. This rework can be accomplished by fabricating two blocks from solid 24ST aluminum alloy that will fit inside the inboard end of the trim tab, one located at the extreme inboard end to which the steel trim tab horn attaches and other one located diagonally chordwise inside the trim tab, with the forward end located approximately 2 1/2 inches and the aft end approximately 1 inch from the inboard end of the trim tab. These blocks, which actually are equivalent to solid ribs, should be approximately 3/8-inch wide and shaped in elevation to fit the inside contour of the trim tab. The attachment of these ribs should be effected by four AN 456AD4 rivets in each, drilled on assembly, with the rivets driven through both upper and bottom skins of the trim tab. The trim tab horn should be attached to the trim tab through their regular attaching holes, riveting the horn with two AN 456AD4 rivets to the chordwise end of the inboard revised solid rib and the two remaining holes as originally attached with two AN 456AD4 rivets. The aluminum alloy blocks or ribs should be finished with a protective coating of zinc chromate prior to assembly of the trim tab. An equivalent modification to that described above and in Luscombe Service Bulletin is acceptable. (Luscombe Service Bulletin No. 1-1149, dated January 25, 1949, covers this same subject.)
64-27-01: 64-27-01 BEECH: Amdt. 39-6 Part 39 (New) Federal Register December 1, 1964. Applies to Models P35 and S35 Aircraft, Serial Numbers D-6842 through D-7630, except Serial Numbers D-7610, D-7615, D-7617, D-7620, and D-7625 through D-7628. Compliance required within 25 hours' time in service after the effective date of this AD, unless already accomplished. To prevent the elevator control column stop fitting from binding between overtrimmed stops or going past the stops and jamming the control column in the full aft (up elevator) position, accomplish the following. (a) Remove the large inspection plate on the left firewall. With the control column in the most aft position, mark the contact area on the fixed stops, using the control column fitting stop as a guide. The combined contact area width on the two stops measured in a horizontal plane shall be at least 3/16 inch. (b) Fabricate and install a new elevator control fixed stop on aircraft having less than 3/16 inchcombined contact area width on the two stops measured in a horizontal plane in accordance with Beech Service Bulletin No. 64-19, or an FAA-approved equivalent. (Beech Service Bulletin No. 64-19, covers this same subject.) This directive effective December 7, 1964.
64-26-03: 64-26-03 GRUMMAN: Amdt. 39-4 Part 39 (New) Federal Register November 25, 1964. Applies to Models TBM and TBF Series Aircraft. Compliance required as indicated. As a result of loose and sheared rivets found on the elevator push rod assembly, P/N 21399, accomplish the following: (a) Within 50 hours' time in service after the effective date of this AD, unless already accomplished within the last 50 hours' time in service, and thereafter within every 100 hours' time in service from the last inspection, inspect the four rivets on the elevator push-pull rod assembly which retain the clevis and bearing terminal fittings, P/N's G76-10 and 21356, to the tube, P/N 21399-1, and determine if any are loose or sheared. (The rod assembly, which connects the elevator horn to the sector, is located at the airplane centerline at approximately fuselage Station 326.) (b) If any rivets are determined to be loose or sheared, accomplish the following modification before further flight, except that one flight may be made in accordance with the provisions of CAR 1.76 for the purpose of obtaining these repairs: (1) Remove the four G10-D3-102 rivets. If the rivet holes in the tube or terminal fittings are elongated beyond the maximum diameter for the replacement rivet, replace that part with a new part of the same part number, or an equivalent approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. (2) Plug both hollow terminal fitting shanks with an aluminum alloy plug, or an FAA approved equivalent. The plug must be of such diameter so that it may be inserted into the terminal fitting shank creating an interference fit of 0.0005 inch, plus 0.000 inch, minus 0.0005 inch. The plug length must be long enough to fill the area occupied by the rivets. (3) Drill all four holes, including the plugs, to accommodate MS 20470AD8 rivets, or an FAA approved equivalent. (4) Install all four MS 20470AD8 replacement rivets, or an FAA approved equivalent. (c) The 100-hour repetitive inspections of (a) need not be made on aircraft which already incorporate aluminum alloy terminal plugs and four MS 20470AD8 rivets, or an FAA approved equivalent, and may be discontinued on aircraft that are modified in accordance with (b)(1) through (b)(4) inclusive, or an FAA approved equivalent. This directive effective December 25, 1964.
50-15-01: 50-15-01 GRUMMAN: Applies to All Model G-21A Aircraft (Converted JRF-5, JRF- 6B) Equipped With Reverse Direction Mixture Controls. Compliance required not later than next 25-hour inspection. To conform with conventional mixture control operation ("forward" for full rich position) on aircraft equipped with Bendix NAR9B carburetors with manual mixture control, rotate the position of the mixture bellcranks 180 degrees on the carburetors and reverse the tooth segments on the cockpit control end for end. Revise the cockpit control placard accordingly. On aircraft equipped with Bendix NAR9C2 carburetors with automatic mixture control, the cockpit quadrant is already arranged in the correct sense and requires no revision. It should be noted that an additional Manual Lean position is provided forward of Full Rich and caution must be exercised to prevent inadvertently positioning the control incorrectly if the Manual Lean sector of the quadrant is retained. This supersedes AD 48-14-02.
47-42-01: 47-42-01\tDOUGLAS: (Was Mandatory Note 20 of AD-762-7.) Applies to DC-4 and C-54 Aircraft. \n\nTo be accomplished not later than April 1, 1948. \n\nTo prevent the possibility of the gust lock control becoming engaged in flight or during taxiing, a latch assembly must be installed to safety the control handle in the gust lock "OFF" position. Early aircraft incorporated a short gust lock control handle. In later aircraft, the control handle design was changed and the length of the handle increased to provide more leverage. On aircraft incorporating the short gust lock control handle, latch assembly, P/N 3356892, must be installed. In aircraft incorporating the new and longer handle, latch assembly, P/N 4356957, must be installed and the gust lock handle link assembly, P/N 4248396, must be reworked by removing and replacing the spring, P/N 2356732 (or 1248420), and plunger, P/N 1248421, with new bolt P/N 1356885. \n\nIn addition to the above, the elevator and rudder gust lock in the tail section and the aileron gust lock in the fuselage center section must be reworked by removing shaft, P/N 1165889, and replacing with new piston, P/N 2356840. After completing the rework, care must be exercised improperly rigging the gust lock control system. \n\n(NOTE: Some operators have obtained approval of a gust lock latch of their own design. In such cases, the Douglas designed latch need not be installed, however, the remainder of the rework described above must be accomplished.) \n\n(Douglas Service Bulletin DC-4 No. 79 covers this same subject.)