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60-08-03: 60-08-03 DOUGLAS: Amdt. 133 Part 507 Federal Register April 14, 1960. Applies to DC-8 Series Aircraft Serial Numbers 45281 to 45290 Inclusive, 45408 to 45413 Inclusive, 45422, 45423, 45588 to 45594 Inclusive. \n\n\tCompliance required as indicated. \n\n\t(a) Within the next 50 hours' time in service, unless already accomplished, visually inspect the upper and lower wing rib caps, P/N 5615316-1 (left hand) and -2 (right hand) and P/N 5615317-1 (left hand) and -2 (right hand) respectively, at wing station XRS 139.0 for any evidence of cracks. Use at least a 10-power magnifying glass or equivalent. If any doubt exists, utilize dye penetrant or other inspection methods for verification. Aircraft with cracks are not to be returned to service until the damaged parts are repaired in accordance with (c) or (f) or replaced in accordance with (d). \n\n\t(b) Parts which show no evidence of cracks shall be reinspected in accordance with (a) at periods not to exceed 200 hours' time in service until the provisions of (e) are accomplished. \n\n\t(c) Parts which are found to be cracked and which are not replaced per (d) nor permanently repaired per (f) are authorized a reinspection period not to exceed 2,500 hours' time in service, provided: \n\n\t\t(1) The crack in the vertical tang does not exceed a length of ten inches and does not terminate closer than 1/16 inch from the heavy section of the part. \n\n\t\t(2) A stop hole 1/4- to 1/2-inch diameter is drilled in the extreme end of the crack, or the attachment hole in which the crack terminates is enlarged to 1/2-inch diameter. \n\n\t\t(3) A minimum of twenty bulkhead web to cap lock bolts immediately forward of the rear spar are removed, the gap between the web and cap vertical tang is accurately measured, 7075-T6 shims, tapered as necessary in both directions, are installed to fill the gap, and the original type of bulkhead web to cap attachment are reinstalled. \n\n\t\t(4) No fuel or pay load is in the airplane during subsequent jacking operations in which the jack point at the bulkhead in question is utilized. \n\n\t(d) Parts found to be cracked beyond the limits of (c)(1) must be replaced prior to further flight. The replacement parts are subject to the 200 hour time in service inspection limitation of (b) unless, during installation, the gap measurement and shimming provisions of (c)(3) are accomplished. When properly shimmed during installation, the new parts will not be subject to any further special inspections or subsequent airplane jacking weight limitation. \n\n\t(e) Parts inspected and found to have no cracks will no longer be subject to special inspections or airplane jacking weight limitation after gap measurement, shimming and reattachment provisions of (c)(3) have been accomplished. \n\n\t(f) As an alternative to the repair specified in paragraph (c), cracked parts may be repaired per the FAA approved permanent repair recommended by the manufacturer providing crack limitations specified in(c)(1) have not been exceeded and cracks are processed per (c)(2). The special inspections and jacking procedures required by this AD may be discontinued for any part repaired in accordance with this paragraph. \n\n\t(Douglas DC-8 Service Bulletin 57-7 revised June 30 and July 25, 1960, covers this subject.) \n\n\tThis supersedes AD 60-07-04. \n\n\tRevised October 29, 1960.
2008-16-04: We are adopting a new airworthiness directive (AD) for BHTC Model 222, 222B, and 222U helicopters. 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 aviation authority of Canada, with which we have a bilateral agreement, states in the MCAI: "It has been determined that the existing rigging procedures for the tail rotor pitch change mechanism have to be changed due to possibility of parts interference.'' The cumulative effect of individual part tolerances resulting in the total assemblage of those parts being out of tolerance could result in the tail rotor yoke striking another part other than the flapping stop (parts interference) cited in the MCAI. Also, the misalignment of the tail rotor counterweight bellcrank may result in higher tail rotor pedal forces and a higher pilot workload after failure of the No. 1 hydraulic system. Both parts interference and the misaligned counterweight bellcrank create an unsafe condition. We are issuing this AD to require actions that are intended to address these unsafe conditions.
2008-02-04: We are adopting a new airworthiness directive (AD) that supersedes AD 2007-13-11, which applies to all Eclipse Aviation Corporation (Eclipse) Model EA500 airplanes. AD 2007-13-11 was prompted by reports of loss of primary airspeed indication due to freezing condensation within the pitot system. AD 2007-13-11 requires operational limitations consisting of operation only in day visual flight rules (VFR), allowing only a VFR flight plan, and maintaining operation with two pilots. Since we issued AD 2007-13-11, Eclipse developed a design modification to the pitot/angle-of-attack (AOA) system to eliminate the possibility of freezing condensation within the pitot/AOA system. Eclipse is incorporating this modification during production on Model EA500 airplanes starting with serial number (S/N) 000065. Consequently, this AD limits the applicability to airplanes under S/N 000065 and requires incorporating the modification. This AD also retains the operating limitations in AD 2007-13-11until the modification is incorporated. We are issuing this AD to prevent long- term reliance on special operating limitations when a design change exists that will eliminate the need for the operating limitations. Incorporating the modification will prevent loss of air pressure in the pitot system, which could cause erroneous AOA and airspeed information with consequent loss of control.
60-03-07: 60-03-07 PIPER: Amdt. 88 Part 507 Federal Register January 26, 1960. Applies to PA- 23 Aircraft Serial Numbers 23-747 To 23-1534 Inclusive. Compliance required not later than March 1, 1960. To preclude recurrence of short circuiting of the control circuits of the engine starter solenoids, electric cables Nos. P2B, P20A and P20B in the starter solenoid circuits shall be increased in size to 16 gage and a 15 ampere trip-free circuit breaker installed in the circuit at the point where lead P2B connects into the electric system. An appropriate placard must be installed adjacent to the new circuit breaker to provide adequate identification. (Piper Service Bulletin No. 175 dated June 9, 1959, covers this subject.)
57-22-01: 57-22-01 PIPER: Applies to All Models PA-16, PA-20 and PA-22 Aircraft. Compliance required as indicated. To preclude the possibility of inflight fires the following inspection and rework is necessary to eliminate combustible material and possible ignition sources from the area aft of the firewall, underneath the forward cabin floor. Access to this section may be gained by removing the metal panels or opening the fuselage side cowl panels rearward of the firewall underneath the aircraft as shown in Piper Service Bulletin No. 161a. The relative difficulty in gaining access to this area has probably contributed to poor maintenance. 1. On all PA-16, PA-20, and PA-22 aircraft, Serial Numbers 22-1 through 22-2699, the following inspection and rework is necessary prior to December 15, 1957. Remove and discard any sound-proofing material contaminated with engine or hydraulic oil. Where the plastic septum has separated from the fiberglass or shows signs of drying or cracking it should be removed in its entirety from the affected blanket. Uncontaminated fiberglass, from which the plastic septum has been removed, may be continued in service. Inspect electrical wiring for chafing of the insulation and replace any found in an unsatisfactory condition. Check for a reasonable clearance between hydraulic lines, electrical wires, control cables and fuel lines and rework as necessary. The sealing of the firewall on all affected aircraft must be inspected as described in Piper Service Bulletin No. 161a and when found deficient must be resealed in accordance with the manufacturer's service bulletin or accepted aeronautical practices. 2. On PA-22 aircraft Serial Numbers 22-2700 to 22-6194 inclusive, the procedure outlined in 1 should be followed within the next 100 hours of operation. 3. Periodic inspection should be made of the exhaust system in accordance with Piper Service Bulletin No. 161a pertaining to inspection of the exhaust stack gaskets,exhaust stacks, muffler assembly, and muffler tailpipe. 4. The sealing of the firewall on all PA-16, PA-20 and PA-22 aircraft must be inspected at 100-hour intervals in accordance with Piper Service Bulletin No. 161a. If found deficient, it must be resealed in accordance with the manufacturer's service bulletin or accepted aeronautical practices. 5. The 100-hour inspection requirement on all Model Piper PA-22 aircraft, Serial Numbers 22-1 to 22-6194 inclusive, can be eliminated if Piper Kit, P/N 754237 or equivalent, is installed.
59-12-09: 59-12-09 PIPER: Applies to PA-24 and PA-24 "250" Aircraft Serial Numbers 24-1 Through 24-764, 24-766 Through 24-779, 24-781 Through 24-820, 24-822 Through 24-842, 24- 844 Through 24-849, 24-851 Through 24-856, 24-858, 24-860 Through 24-865, 24-867 Through 24-871, 24-875, 24-878, 24-880, 24-881, and 24-885. Compliance required not later than July 30, 1959. Due to a recent inflight incident where control wheel sprocket stud P/N 20913-00 failed, inspect the sprocket stud P/N 20913-00 where the sprocket was attached on all aircraft that have or have had an automatic control system installed and ascertain that the stud is not cracked or twisted and the hole is not elongated. Parts found cracked or damaged are to be replaced before further operation. (Piper Service Bulletin No. 172 covers this inspection in detail.)
2008-16-08: 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: During approach, a Falcon 2000EX operator experienced a temporary loss of the 4 Electronic Flight Instrumentation System (EFIS) display units followed by a consecutive restart of the avionics. During initial investigation, a loose connection on the DC load distribution system was discovered and determined to be the root cause of this event. However, further analysis pointed out that large electrical transients on the essential bus bar may possibly cause simultaneous and temporary power shortage on both sides of the electrical system. This Airworthiness Directive (AD) * * * action is necessary to prevent a momentary loss of data on the EFIS screens, which could lead to the pilot's loss of situational awareness during initial climb or approach/landing, and possibly result in reduced control of the airplane. * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
59-08-03: 59-08-03 PIPER: Applies to Model PA-23, Serial Numbers 23-1502 To 23-1558 Inclusive, 23-1560 To 23-1562 Inclusive and 23-1565 To 23-1567 Inclusive. Compliance required by May 1, 1959. Install an operating limitations placard on the instrument panel stating "This airplane must be operated as a normal category airplane in compliance with the airplane flight manual. Acrobatic maneuvers including spins prohibited." (Piper Service Bulletin No. 169 covers this subject.)
59-06-05: 59-06-05 PIPER: Applies to Models PA-24 and PA-24 "250", Serial Numbers 24-1 To 24-503 Inclusive. Compliance required by June 1, 1959. Due to failures of the nose gear elastic bungee cord, P/N 31322-08, it must be replaced by a coil spring and link arrangement, Piper Modification Kit P/N 754 205 or equivalent. (Piper Service Bulletin No. 168 covers this subject.)
58-25-05: 58-25-05 PIPER: Applies to Model PA-24 Aircraft, Serial Numbers 1 Through 336. Compliance required by February 1, 1959. It has been determined that an unsafe condition exists with respect to the door latch arrangement of the aircraft affected. At present it is not possible to open the cabin door from the inside if it has been locked on the outside. In order to preclude occupants becoming inadvertently locked inside the cabin of PA-24 aircraft in the case of some emergency, the main cabin door latch assembly must be modified to permit opening the door from inside the aircraft under all conditions. (Item No. 1 of Piper Service Letter No. 305 dated October 1, 1958, presents an acceptable method of modifying the aircraft.)
58-12-02: 58-12-02 PIPER: Applies to All Models J-3, PA-11, PA-15, PA-16 and PA-17 Aircraft. Compliance required not later than July 15, 1958. There is a possibility that some aileron hinge reinforcing brackets P/N 10931-02 supplied to the field during the past three years were fabricated from aluminum instead of steel. Brackets, which have been replaced since June 1954, must be inspected to determine the type of material. All aluminum brackets are to be removed and replaced with steel brackets. (Piper Service Bulletin No. 165 covers this subject.)
58-04-03: 58-04-03 PIPER: Applies to Model PA-23 Aircraft, Serial Numbers 23-1 to 2-1253 Inclusive. Compliance required at next 100-hour inspection but not later than April 1, 1958, whichever occurs first. As a result of a number of failures, the hollow rudder trim tab adjustment screw, P/N 18453-00, must be replaced with a solid screw, P/N 18453-02. (Piper Service Bulletin No. 162 covers this same subject.)
2008-15-04: We are adopting a new airworthiness directive (AD) for BHTC Model 430 helicopters. 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 aviation authority of Canada, with which we have a bilateral agreement, states in the MCAI: "It has been determined that the existing rigging procedures for the tail rotor pitch change mechanism have to be changed due to possibility of parts interference.'' The cumulative effect of individual part tolerances resulting in the total assemblage of those parts being out of tolerance could result in the tail rotor yoke striking another part other than the flapping stop (parts interference) cited in the MCAI. Also, the misalignment of the tail rotor counterweight bellcrank may result in higher tail rotor pedal forces and a higher pilot workload after failure of the 1 hydraulic system. Both parts interference and the misaligned counterweight bellcrank create an unsafe condition. This AD require actions that are intended to address these unsafe conditions.
57-21-01: 57-21-01 PIPER: Applies to All Model PA-23 Aircraft. Compliance required at next regular inspection period but not to exceed 100 hours. Inspect the attachment of the rudder trim tab control rod to the rudder trim tab. If a flat head pin has been installed it must be replaced by an AN 23-10 clevis bolt and AN 960-10L washer, secured with an AN 320-3 nut and AN 380-2-2 cotter pin. (Piper Service Bulletin No. 159 covers this subject.)
2008-15-05: We are adopting a new airworthiness directive (AD) for all Boeing Model 737-300, -400, and -500 series airplanes. This AD requires inspecting to determine if certain carriage spindles are installed, repetitive inspections for corrosion and indications of corrosion on affected carriage spindles, and if necessary, related investigative action and corrective action. This AD also provides optional terminating action. This AD results from a report of corrosion found on carriage spindles that are located on the outboard trailing edge flaps. We are issuing this AD to detect and correct corrosion of the carriage spindle, which could result in fracture. Fracture of both the inboard and outboard carriage spindles, in the forward ends through the large diameters, on a flap, could adversely affect the airplane's continued safe flight and landing.
57-19-01: 57-19-01 PIPER: Applies to Model PA-23, Serial Numbers 23-129, 23-132 to 23-228 Inclusive; 23-230 to 23-766 Inclusive; 23-768 to 23-850 Inclusive; 23-852 to 23-883 Inclusive; 23-885 to 23-937 Inclusive; 23-939 to 23-1017 Inclusive; 23-1019, 23-1020, 23-1022 to 23-1030 Inclusive; 23-1032 to 23-1042 Inclusive; 23-1044, 23-1046 to 23-1057 Inclusive; 23-1059 to 23- 1064 Inclusive; 23-1066, 23-1069 to 23-1074 Inclusive; 23-1076, 23-1078 to 23-1082 Inclusive. Compliance required by November 1, 1957. Inspect the Heim rod end bearing (P/N HMX-4M) located where the front elevator control tube attaches to the lower horn on the control column. If more than six threads show on the rod end, rerig the control column so that six or less threads are exposed. (Piper Service Bulletin No. 156 dated July 2, 1957, covers this subject.)
2008-14-17: 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: During fatigue tests (EF3) on the A340-600, multiple damage were found in the upper side shell structure at skin and frame (FR) 84 & 85 interface, from stringer 6 to 15 LH/RH. This damage occurred between 58,341 and 72,891 simulated Flight Cycles (FC). Due to the higher Design Service Goal and different design (e.g. skin thickness) for A330-200 and A340-300 aircraft series, the damage assessment concluded on [a] potential impact on these aircraft series. * * * * * The unsafe condition is loss of integrity of the upper shell structure of the fuselage. We are issuing this AD to require actions to correct the unsafe condition on these products.
2002-14-10: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model MD-11 and -11F airplanes, that requires replacing the wire harness support bracket of the integrated drive generator (IDG) of the forward engine mounts with a new support bracket, and modifying the angle of the bracket near the oil filter. The actions specified by this AD are intended to prevent arcing of the IDG wire harness, which could result in smoke and/or fire in the area of the forward engine mount bolt retainer and/or fire detector responder. This action is intended to address the identified unsafe condition.
56-27-03: 56-27-03 PIPER: Applies to Model PA-23, Serial Numbers 23-1 Through 23-800 Except 23-732, 23-736, 23-739, 23-740, 23-741, 23-769, 23-777, 23-784, 23-787, 23-794, 23-797 and 23-799. Compliance required by February 1, 1957. In order to prevent fatigue cracking in the aileron balance weight bracket at a point where the bracket tubes are welded to form a 90 degree angle, it will be necessary to remove both the right and left aileron balance weight brackets and reinforce them with gussets, Piper P/N 17126- 07 in accordance with the instructions and sketch contained in Piper Service Bulletin No. 149 dated December 10, 1956.
57-02-01: 57-02-01 FORNEY (ERCOUPE): Applies to All Models 415-C, -CD, -D, E, G and F-1 Aircraft. Compliance required at every 100 hours. There have been several failures of the rudder horn attachments. Experience has indicated that these failures are attributed to improper ground handling technique rather than to unusual flight loads. The design of the aircraft has placed the fins and rudders at the height which owners and operators have found convenient for pushing or pulling with their hands when moving the airplane in and out of hangers and along the ground. Such handling tactics will subject the surfaces to higher loads than those for which they are designed and should be avoided. The following inspection would be made and corrective action taken when necessary. A load of 10 pounds should be applied to the trailing edge of the rudder while the controls are locked in neutral position. The trailing edge should not deflect more than one-half inch, nor should there be evidence of a clicking noise occurring in the vicinity of the center rudder hinge when the rudder is deflected. If the deflection exceeds 1/2 inch, the control system should be checked to establish that the deflection is in the rudder. Once the deflection has been established as in the rudder or if a clicking noise is heard even though the deflection was less than 1/2 inch, the rudder should be removed and the main spar inspected for cracks. The outboard skin should also be removed sufficiently to inspect the rudder horn attaching structure and the roots of the rudder ribs for cracks or damage. Any parts found cracked or deformed should be replaced. (Except for the cracked rudder ribs, Ercoupe Service Bulletin No. 25, dated July 31, 1953, covers this same subject.) This supersedes AD 53-26-02.
2008-14-05: We are adopting a new airworthiness directive (AD) for Agusta S.p.A. (Agusta) Model A109E and A119 helicopters. 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 European Aviation Safety Agency (EASA), the Technical Agent for Italy, with which we have a bilateral agreement, states in the MCAI: "Some cases of interference between the hydraulic pipe, P/N 109-0761-65-103, and the tail rotor control rod assembly have been detected on Model A109E helicopters * * * The interference, if not corrected, could damage the hydraulic pipes and lead to the loss of the hydraulic system No. 1 in flight. This AD * * * is issued to extend the same mandatory corrective actions to A119 model due to its design similarity with A109E.'' This AD requires actions that are intended to address this unsafe condition.
53-24-04: 53-24-04 PIPER: Applies to PA-18, Serial Numbers 18-1 to 18-3000 Inclusive; PA-20, Serial Numbers 20-1 to 20-928 Inclusive; and PA-22, Serial Numbers 22-1 to 22-1689 Inclusive. Compliance required not later than February 1, 1954. In order to preclude the possibility of loss of fuel and hydraulic oil and fire in flight caused by chafing of these lines between the firewall and muffler, the following should be accomplished: (a) To prevent contact with the muffler, reroute the fuel primer line, and wheel brake hydraulic line if necessary, so that they do not pass behind the muffler. (b) Use clamps to fasten the lines to the firewall to prevent movement and vibration of these lines. (Piper Aircraft Corp. Service Letter No. 213 covers this alteration.)
2006-17-03: The FAA adopts a new airworthiness directive (AD) for certain Stemme GmbH & Co. KG (Stemme) Models S10, S10-V, and S10-VT sailplanes. This AD requires you to inspect the connection between the aileron push-rod and the connecting shaft to determine if a safety washer is installed. If there is no safety washer installed, this AD requires you to modify the aileron control assembly. This AD results from mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Germany. We are issuing this AD to prevent a loose bearing in the aileron control lever, which could result in separation of the aileron control system. Separation of the aileron control system could lead to loss of aileron control.
55-07-02: 55-07-02 PIPER: Applies to All Model PA-22 Aircraft Except Serial Numbers 22-2377, 22-2379, 22-2385, 22-2388, 22-2389, 22-2391, 22-2394 and Up. Compliance required by June 1, 1955. Numerous instances have been reported of cracking in the leading edge of the streamlined tube of the landing gear at the point where the tube joins the inboard end of the axle. To prevent future failures, this joint should be reinforced by welding a steel strap reinforcement. (Piper Service Letter No. 124 dated August 30, 1954, covers the same subject.)
51-19-02: 51-19-02 PIPER: Applies to Models PA-18 Serial Numbers 18-487 to 18-730 Inclusive; PA-20 Serial Numbers 20-554 to 20-690 Inclusive; and PA-22 Serial Numbers 22-1 to 22-90 Inclusive. Compliance required by August 31, 1951. Overage oil radiator hose was installed in an undetermined number of Piper airplanes. Inspect immediately to determine that the proper hose marked with a solid white line and a broken red line and AN H-35 or MIL H-6000 are installed. Defective hose are marked "Aromatic Resistant Gates Vulco" followed by a date with the opposite side marked by a solid white line and broken red line. All defective hose should be replaced as soon as possible but not later than August 31, 1951. (This information supersedes that in Piper Service Letter No. 165 dated March 23, 1951.)