Results
62-23-01: 62-23-01 AUTO CRAT MANUFACTURING COMPANY SAFETY BELT: Amdt. 409 Part 507 Federal Register October 26, 1962. Applies to All Aircraft Equipped With Auto Crat Models BN 1-2001, BN 3-1501, BN 3-6001, or BN 3-7001 Series Safety Belts. Compliance required within the next 25 hours' time in service after the effective date of this AD. It has been determined that Auto Crat Models BN 1-2001, BN 3-1501, BN 3-6001, or BN 3-7001 Series safety belts, not intended for aircraft use and which do not fully comply with the requirements of Technical Standard Order C22, have been improperly marked with TSO-C22 identification. Accordingly, Auto Crat belt assemblies identified with these model numbers shall be replaced with belt assemblies that conform to TSO-C22 standards. This directive effective November 19, 1962.
2009-11-04: The FAA is adopting a new airworthiness directive (AD) for Rolls-Royce Corporation (RRC) AE 2100D2, AE 2100D2A, AE 2100D3, and AE 2100J turboprop engines with certain propeller gearbox (PGB) shaft-and- carrier assemblies installed. These engines are U.S. type-certificated but as of the effective date of this AD are only installed on military airplanes. This AD requires monitoring a certain population of PGB shaft-and-carrier assemblies for vibration during flight, and borescope-inspecting the PGB shaft for cracks if vibration is experienced. This AD would also require removing the affected population of PGB shaft-and-carrier assemblies from service and installing serviceable PGB shaft-and-carrier assemblies. This AD results from a report of a crack found in the forward cone of a PGB shaft in an RRC AE 2100D3 turboprop engine that was removed from service due to high vibration. We are issuing this AD to prevent separation of the propeller from the airplane, which could result in injury, and damage to the airplane.
64-11-01: 64-11-01\tBOEING: Amendment 39-763. Applies to models 707 and 720 Series Aircraft. \n\tCompliance required as indicated. \n\n\tCracks have been discovered in the front and rear upper and lower wing spar chords on the 707/720 Series aircraft. Accordingly, in the interest of safety accomplish the following or an equivalent approved by Aircraft Engineering Division, FAA Western Region: \n\n\t(a)\tParagraph (a) Superseded by AD 77-02-01. \n\n\t(b)\tOn all 707 and 720 Series aircraft delivered prior to October 1962, accomplish the following: \n\n\t\t(1)\tOn 707 and 720 Series aircraft which have been inspected in accordance with AD 64-03-02, paragraph (b), visually reinspect thereafter at intervals not to exceed 6,000 hours' time in service for spanwise cracks in the wing upper and lower front spar chords between front spar Station 727 and the production break fittings. \n\n\t\t(2)\tIf a crack is detected, repair the cracked spar chord in accordance with Boeing front spar repair drawing 65-40144 oran Aircraft Engineering Division, FAA Western Region, approved equivalent before further flight. The repetitive inspections required by subparagraph (1) may be discontinued on any chord repaired in accordance with this subparagraph. \n\n\t(c)\tUpon request of an operator, an FAA maintenance inspector, subject to prior approval of the Chief, Aircraft Engineering Division, 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\tNOTE. - This AD supplements but does not cancel AD 64-03-02. \n\n\t(Boeing Service Bulletins No. 1964 (R-3) and No. 1964(R-3)A cover this same subject.) \n\n\tThis directive effective May 21, 1964. \n\n\tRevised August 22, 1964. \n\n\tRevised March 5, 1965. \n\n\tRevised May 1, 1965. \n\n\tRevised August 20, 1968. \n\n\tRevised October 29, 1968. \n\n\tRevised March 22, 1969.Revised May 9, 1969.
64-23-01: 64-23-01\tBOEING: Amdt. 819 Part 507 Federal Register October 14, 1964. Applies to Models 707 and 720 Series Aircraft. \n\n\tCompliance required within the next 65 hours' time in service after the effective date of this AD, unless already accomplished. \n\n\t(a)\tWith the rudder full right, inspect the installation of the rudder control link arm assembly P/N 65-12703 to ensure: \n\n\t\t(1)\tthat clearance exists between the rudder control link arm assembly and the lower pivot clevis for that arm assembly; \n\n\t\t(2)\tthat clearance exists between the arm assembly and the rudder spar web; and \n\n\t\t(3)\tthat there is no evidence of previous interference. \n\n\t(b)\tIf clearance does not exist, rework the existing parts in accordance with Boeing Alert Service Bulletins 2052 and 2052A, or in a manner approved by the Chief, Aircraft Engineering Division, FAA Western Region, or install new parts which provide clearance. \n\n\t(c)\tIf there is evidence of previous interference, replace the lower arm assembly pivot bolt. \n\n\t(Boeing Alert Service Bulletins 2052 and 2052A cover this same subject.) \n\n\tThis directive effective upon publication in the Federal Register for all persons except those to whom it was made effective immediately by telegram dated September 25, 1964.
2009-12-15: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by the aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: The manufacturer has advised of receiving a report from a G 120A operator of an electrical fire caused by a chafed/scorched cable loom. It has been found that the RH main power distribution cable chafed on the instrument panel combing. It is likely that vibrations made the wiring to chafe. The chafing caused eventually electrical arcing and subsequently an in-flight fire that damaged partially the instrument panel cover. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
2009-12-05: We are adopting a new airworthiness directive (AD) for certain Boeing Model 737-300, -400, and -500 series airplanes. This AD requires modifying the control power wiring of the normal supply fan and the low flow sensor for the equipment cooling system of the electronic flight instrument system (EFIS). This AD results from a report of loss of both the normal EFIS cooling supply and the indication of EFIS cooling loss due to a single failure of the battery bus, causing eventual power-down of the EFIS displays; the standby attitude indication is also powered by this battery bus. We are issuing this AD to prevent loss of all attitude indications from both the standby indicator and EFIS displays, which could decrease the ability of the flightcrew to maintain the safe flight and landing of the airplane.
89-06-04: 89-06-04 McDONNELL DOUGLAS: Amendment 39-6152. \n\n\tApplicability: Model DC-9-10 through -30 series and C-9 (Military) series airplanes, equipped with a non-ventral aft pressure bulkhead, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent cracks which could result in structural failure of the non-ventral aft pressure bulkhead, accomplish the following: \n\n\tA.\tPrior to the accumulation of 25,000 landings or within 500 landings after the effective date of this AD, whichever occurs later, inspect the aft pressure bulkhead attach tee section, in accordance with the following procedures. \n\n\t\t1.\tRemove any sealant from inspection area of the tee section that might hinder optically aided and high frequency eddy current inspections. Clean dirt, grease, and all foreign materials from inspection area using lint-free wipers and 1,1,1 trichloroethane solvent or equivalent; \n\n\t\t2.\tUsing optically aided visual inspection technique, inspect the 5910163-89, -93, -94, and -95 attach tees from the aft side of the bulkhead, in accordance with McDonnell Douglas Alert Service Bulletin A53-231, dated February 24, 1989 (hereinafter referred to as ASB53-231). Repeat this inspection thereafter at intervals not to exceed 1,500 landings; and \n\n\t\t3.\tUsing a high frequency eddy current inspection technique, in accordance with ASB53-231, inspect the 5910163-91 and -92 attach tees from the aft side of the bulkhead. Repeat this inspection thereafter at intervals not to exceed 500 landings. \n\n\tB.\tIf cracks are found prior to further flight, replace the cracked tee cap or repair by splicing in a section of tee cap with a new like or improved part, in accordance with McDonnell Douglas Service Rework Drawings SRO9530001, Revision C, dated August 18, 1987, and SRO9530001, Revision "Advance D", dated October 29, 1987. Prior to the accumulation of 25,000 landings after the repair or replacement, resume the repetitive inspections in accordance with paragraph A., above. \n\n\tC.\tCompliance with the requirements of this AD constitutes terminating action for the requirements of AD 88-13-09, Amendment 39-5954, relating to airplanes equipped with non-ventral aft pressure bulkheads. \n\n\tNOTE: The requirements of AD 88-13-09 relating to airplanes with ventral aft pressure bulkheads are not affected by this AD. \n\n\tD.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who may add any comments then send it to the Manager, Los Angeles Aircraft Certification Office. \n\n\tE.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes unpressurized to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director of Publications, C1-LOO (54-60). These documents may be examined at FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or 3229 East Spring Street, Long Beach, California. \n\n\tThis amendment (39-6152, AD 89-06-04) becomes effective March 24, 1989.
89-13-02: 89-13-02 TEXTRON LYCOMING: Amendment 39-6378. Final Rule of Priority Letter AD. Applicability: Textron Lycoming Model HIO-360-D1A engines, certificated in any category, equipped with Bendix Model RSA-7AA Servo Fuel Injectors, P/N 2524347, with the following serial numbers: 70001101 through 70001110 70001401 through 70001404 70001602 through 70001604 70001701 through 70001710 70007001 through 70007110 (except 70007107, 70007108) 70010104 through 70010110 (except 70010107) 70013701 through 70013710 (except 70013706) 70013802 through 70013810 (except 70013803, 70013809) 70013903 through 70013910 (except 70013909) 70014001 through 70014009 (except 70014002, 70014005, 70014007, 70014008) 70014101 through 70014104 (except 70014102, 70014103) Serial numbers followed by the letter "P" are in compliance with this AD. These fuel injectors are installed on, but not necessarily limited to, Schweizer Aircraft Corp. Helicopter Model 269C. Compliance: Required within 5 hours time in service after the effective date of this AD, unless already accomplished. To prevent loss of engine power or engine stoppage, accomplish the following: (a) Remove the fuel injector unit from the engine and replace with an unaffected unit or one that has been repaired in accordance with the accomplishment instructions in Appendix I to this AD. NOTE: Injector units may be returned to Precision Airmotive Corp. or an authorized facility listed in Appendix II to this AD. (b) Install unaffected fuel servo unit or a unit repaired in accordance with Appendix I to this AD, as follows: (1) Disconnect fuel injection lines from fuel injection nozzles. (2) Carefully remove inserts from nozzles and identify to allow the inserts to be reinstalled in the proper location. (3) Use CLEAN shop air to blow out all fuel injection lines, inserts, and nozzle bodies (still installed in cylinder). (4) Visually inspect inserts for cleanliness.(5) Reinstall fuel injector and reconnect fuel lines to fuel injector but do not reconnect to nozzles. (6) Purge fuel injector system by flowing fuel through the lines for 10 seconds with boost pump on, injector in full rich and full throttle. (7) Reinstall inserts in original nozzle locations and torque fuel injector line nuts to 40-50 in.-lbs. (8) Make appropriate mixture and idle adjustments per aircraft manufacturer's applicable Maintenance Manual and/or appropriate service publications. NOTE: Precision Airmotive Service Bulletin (SB) PRS-92, dated May 26, 1989; Precision Airmotive Service Information Letter #31, Revision 1, dated May 26, 1989; Schweizer Aircraft Corp. Special Advisory, dated May 25, 1989; Schweizer Aircraft Corp. Service Notice N-202, dated February 23, 1989; and Textron Lycoming SB No. 485, dated June 1, 1989, contain related information. (c) Aircraft may be ferried in accordance with the provisions of Federal Aviation Regulations 21.197 and 21.199 to a base where the AD can be accomplished. (d) Upon submission of substantiating data by an owner or operator through an FAA Airworthiness Inspector, an alternate method of compliance with the requirements of this AD or adjustments to the compliance schedule specified in this AD may be approved by the Manager, New York Aircraft Certification Office, Engine and Propeller Directorate, Aircraft Certification Service, Federal Aviation Administration, Room 202, 181 South Franklin Avenue, Valley Stream, New York 11581. This amendment (39-6378, AD 89-13-02) becomes effective on November 30, 1989, as to all persons except those persons to whom it was made immediately effective by priority letter AD No. 89-13-02, issued on June 22, 1989, which contained this amendment. APPENDIX I NOTE: Precision Airmotive Corporation Service Information Letter #31, Rev. 1, dated May 25, 1989, pertains to this inspection. APPENDIX II NOTE: List of Precision Airmotive Corporation Product Support Centers, pertains to this AD.
80-09-09: 80-09-09 CESSNA: Amendment 39-3768. Applies to the following airplanes, equipped with Cessna installed dual flight director indicators, unless modified to provide independent power sources, distribution and bus systems for the dual flight director installation or by relocating the copilot's second attitude indicator to the top center position of the copilot panel instrument "T". Serial Numbers 500-0066 500-0303 500-0178 500-0304 500-0184 500-0342 500-0275 500-0343 500-0276 500-0344 500-0278 500-0346 500-0279 500-0359 500-0292 500-0364 500-0293 500-0371 500-0294 500-0370 500-0299 500-0373 500-0300 500-0379 Model 500 Serial Numbers 501-0016 501-0063 501-0024 501-0066 501-0027 501-0067 501-0034 501-0112 501-0052 501-0121 Model 501 Serial Numbers 550-0005 550-0079 550-0010 550-0091 550-0012 550-0095 550-0025 550-0098 550-0032 550-0100 550-0034 550-0106 550-0038 550-0110 550-0044 550-0114 550-0046 550-0116 550-0047 550-0121 550-0056 550-0124 550-0062 550-0126 550-0063 550-0130 550-0064 550-0134 550-0066 550-0136 550-0067 550-0138 550-0069 550-0141 550-0073 550-0152 550-0076 Model 550 Serial Numbers 551-0016 551-0024 Model 551 551-0061 COMPLIANCE: Required as indicated, unless previously accomplished. To preclude the loss of attitude information to the crew, within the next 100 hours time-in-service after the effective date of this AD, accomplish the following: A) Insert the following information in the applicable FAA Approved Airplane Flight Manual, Section II, Operating Limitations, under the heading Dual Flight Director Installation and operate the airplane in accordance with this insertion: "The copilot's second attitude indicating system must be installed, operational, and remain operating throughout theflight for those airplanes equipped with the Dual Flight Director Installation." B) Relocate the copilot's second attitude indicator from the center instrument panel or right side instrument panel if applicable to one of the following positions on the copilot instrument panel. 1) Two instrument positions below the copilot airspeed indicator, or 2) One instrument position below the copilot's altimeter, or 3) Two instrument positions below the copilot's altimeter. C) Use Paragraph A of this AD or a duplicate thereof, as an amendment to the FAA Approved Airplane Flight Manual until replaced by the following applicable FAA Approved Cessna revision: Model Revision No. FAA Approved Date 500 43 April 15, 1980 501 13 April 18, 1980 550 13 April 15, 1980 551 10 April 18, 1980 D) Any equivalent method of compliance with this Airworthiness Directive must be approved by the Chief, Wichita Engineering and Manufacturing District Office, Federal Aviation Administration, Room 238, Terminal Building No. 2299, Mid-Continent Airport, Wichita, Kansas 67209. This amendment becomes effective May 12, 1980.
2009-12-03: We are adopting a new airworthiness directive (AD) for certain Boeing Model 757-200, -200CB, and -300 series airplanes. This AD requires a detailed inspection for damage of the wire bundle of the right recirculation fan, and repair if necessary. This AD also requires re-routing the wire bundle of the right recirculation fan. This AD results from a report indicating that, during landing of a Model 757 airplane, an overheat warning and smoke occurred in the main cabin, and the right recirculation fan stopped operating. We are issuing this AD to prevent damage of the wiring bundle of the right recirculation fan. Such damage could result in a short circuit and possible fire in the mix bay or smoke in the main cabin.