Results
2005-10-02: The FAA is adopting a new airworthiness directive (AD) for all Dornier Model 328-300 series airplanes. This AD requires installing an additional mounting angle for the respective de-icing pipes at rib 9 in the leading edge area of the left- and right-hand wings. This AD is prompted by chafed de-icing lines in the wing leading edge area. We are issuing this AD to prevent chafing of the de-icing lines, which could result in a reduction in functionality of the anti-ice system, and possibly reduced controllability and performance of the airplane in icing conditions.
52-07-03: 52-07-03 PIPER: Applies to All Models J3 Series and PA-11 Aircraft. Compliance required prior to November 1, 1952. 1. Revise the present front and rear wing lift strut as follows: (a) Cut 1/8 inch from lower end of barrel assembly and strut end. (b) Remove the flanges and weld metal which extends through upper and lower strut surface, taking care not to damage struts. (c) Remove barrel assembly from strut by applying a slight pull through an old forked fitting. (d) Inspect strut for (internal) rust, bending, excessive wear, or other damage, and replace strut if necessary. (e) Clean surplus old weld or rough edges from slots in the strut ends. (f) Increase depth of these slots (approximately 1/8 inch) so the new barrel's lower flange will extend 3/32 inch beyond the strut end. (g) Insert new plate and barrel assembly, P/N 12521, with its centerline parallel with the centerline of the strut. (h) Weld fitting into strut aroundthe slots and lower strut end. (i) Refinish strut. (j) Install new forked fitting, P/N 13710 and AN 315-7R locknut. (k) Due to the importance of this rework, care must be exercised and it is recommended that only competent welders with extensive recent welding experience should undertake this work. 2. After installing reworked lift struts rerig the aircraft in accordance with appropriate Piper Service Manual Instructions. 3. Placard all lift struts, "No step". 4. Compliance with AD 51-15-01, covering the periodic inspection of lower lift strut fork fittings, P/N 11281, may be discontinued after compliance with this airworthiness directive. (Piper Service Bulletin No. 120, dated March 28, 1952, covers this same subject.)
53-21-02: 53-21-02 GRUMMAN: Applies to All Model G-21A (Converted OA-9, JRF-1 Through JRF-5 and JRF-6B) Aircraft. Compliance required as indicated. 1. Inspect the threaded portion of the horizontal stabilizer strut lower adjustable end fitting P/N 12561-3, by a magnetic particle inspection method, as soon as practicable, but not later than November 15, 1953, and at 1,000-hour intervals thereafter. Replace fitting if crack is found. 2. Replace these fittings every 3,200 hours. If 3,200 hours is reached before the first inspection, fittings may be used for 50 hours after this inspection provided no cracks are found. (Grumman Aircraft Engineering Corp. Customer Bulletin G-21A No. 3, dated March 20, 1953, covers this same subject.)
59-16-05: 59-16-05\tBOEING: Applies to 707-100 series aircraft with the following serial numbers: Model 707-121 serial numbers 17586 through 17591, Model 707-124 serial number 17609, Model 707-123 serial numbers 17628 through 17643, Model 707-131 serial numbers 17659 through 17672, Model VC-137A serial numbers 17925 through 17927. \n\tCompliance required not later than August 21, 1959. \n\tAs a result of complete loss of fluid during service operation of the utility hydraulic system, primarily due to failure of engine driven hydraulic pump the following must be accomplished: \n\t(a)\tInstall new pump, Vickers No. AS-61689-L-2E, in place of the AS-61689-L-2B or - 2C, or install pump external by-pass valve No. A-90073-Y6 with the -2B or -2C pump. If the pump external by-pass valve is installed the shaft seal on each hydraulic pump must be replaced at the same time. \n\t(b)\tInstall return line filter. \n\tBoeing Service Bulletin No. 379 and Vickers Service Letter dated June 17, 1959, pertain to item (a). Boeing Service Bulletins Nos. 69 and 213 pertain to item (b).
2005-10-05: The FAA is adopting a new airworthiness directive (AD) for CFM International CFM56-5, -5B, and -5C series turbofan engines. This AD requires removing certain part number (P/N) air turbine starters from service. This AD results from several reports of uncontained failures of air turbine starters where high-energy particles were not contained within the containment feature of the starter. We are issuing this AD to prevent uncontained failures of air turbine starters, which could result in damage to the airplane.
74-10-08: 74-10-08 BOEING: Amendment 39-1836 as amended by Amendment 39-2073. Applies to all model 727 series airplanes certificated in all categories. Compliance required as indicated. \n\t(A)\tUnless already accomplished on airplanes which have been delivered after September 30, 1973, or which have had new horizontal stabilizer hinge pins, P/N 69-14410, installed since that time, conduct the inspection and modification of paragraph (C) below, within the next 15 days after the effective date of this AD. \n\t(B)\tUnless already accomplished on all other airplanes, conduct the inspection and modification of paragraph (C) below, within the next 6 months after the effective date of this AD. \n\t(C)\tInspect the horizontal stabilizer hinge pins for integrity, replace as necessary, and install threaded retention rods, P/N 69-67076, or equivalent, in accordance with Boeing Alert Service Bulletin 727-55-59, or FAA approved revisions, or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. \n\t(D)\tIf a threaded rod, P/N 69-67076-2, or an equivalent fabricated rod made from threaded rod NAS 1454-( )-( ), or any other rod with a Class 2 thread has been installed, unless already accomplished, conduct, before September 6, 1975, the hinge pin retainer nut torque inspection in accordance with Paragraph III, Part II of Boeing Alert Service Bulletin No. 727-55- 59, Revision 2, or later FAA approved revisions, or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. \n\t\tIf the torque required to rotate the self-locking nut is less than 30 inch-pounds, replace the rod in accordance with Boeing Alert Service Bulletin No. 727-55-59, Revision 3, or later FAA approved revisions, or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. \n\tThe Manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by this directive who have not already received these documents may obtain copies upon request to The Boeing Company, P. O. Box 3707, Seattle, Washington 98124. These documents may also be examined at FAA Northwest Region, Boeing Field, Seattle, Washington. \n\n\tAmendment 39-1836 became effective on May 10, 1974. \n\tThis Amendment 39-2073 becomes effective on February 27, 1975.
54-26-02: 54-26-02 VEST (ERCO): Applies to All Ercoupe Model 415 Series Aircraft and Models E and G. Compliance required as indicated. As a result of continual fraying and failure of control cables P/N 415-52148 or P/N 415-52172 in the control column assembly where they wrap around the control quadrant P/N 415-52130 or P/N 415-52122 the following inspection must be conducted until such time as a control quadrant is installed which is considered satisfactory by the Administrator: After every 100 hours of operation remove control cables P/N 415-52148 or P/N 415-52172 and inspect them for any signs or indications of fraying or failure. Replace any cables which are not found to be in perfect condition. It is important that the cables be removed for the inspection since it has been found that inspection of the cables while in place will not always reveal defects. Also determine whether the aileron stop screw may be bearing on the cable, and, if so, it should be replaced by new stop boltErco P/N 415-52164-2. Modifications approved by the FAA which are believed to eliminate the fraying difficulties are described in the following data: 1. Drawing No. 514, change "A", Met-Co-Aire Co., Fullerton Municipal Airport, Fullerton, Calif.; 2. Drawing No. New 101, change "A," J.V. Newman, Bates Aviation Inc., Hawthorne Municipal Airport, Hawthorne, Calif. 3. Drawing No. 12, dated November 1, 1954, Ed's Airmotive, 430 Windsor Way, Renton 2, Wash.; 4. Drawing No. 415-52137, change "1," dated February 21, 1955, Vest Aircraft Parts Division, Denver, Colo. When one of these or an equivalent FAA-approved modification has been installed, the special 100-hour inspection outlined above may be dispensed with and normal inspection period resumed. Rigging of controls should follow the process outlined in Ercoupe Service Department Bulletin No. 13 and Ercoupe Service Department Memorandum No. 35. This supersedes AD 47-42-21.
2004-25-16 R1: The FAA is revising Airworthiness Directive (AD) 2004-25-16, which applies to aircraft equipped with a fuel regulator shutoff valve part number (P/N) 14D11, A14D11, B14D11, C14D11, 23D04, A23D04, B23D04, C23D04, or P23D04 used with B1500, B2030, B2500, B3040, B3500, B4050, or B4500 B-Series combustion heaters. AD 2004-25-16 currently requires you to repetitively inspect the fuel regulator shutoff valve (visually or by pressure test) for fuel leakage and replace the fuel regulator shutoff valve with an improved design replacement part with a manufacturer's date code of 02/02 or later if fuel leakage is found. AD 2004-25-16 also allows you to disable the heater as an alternative method of compliance. Since we issued AD 2004-25-16, we received several comments requesting a revision to paragraph (e)(2). Consequently, this AD retains the actions required in AD 2004-25-16 and revises the requirements in paragraph (e)(2) to remove a required action. We are issuing this AD to preventfailure of the fuel regulator shutoff valve, which could result in fuel leakage in aircraft with these combustion heaters. This failure could result in an aircraft fire. DATES: This AD becomes effective on June 20, 2005. On January 5, 2005 (69 FR 75228, December 16, 2004), the Director of the Federal Register approved the incorporation by reference of Kelly Aerospace Power Systems Service Bulletin No. A-107A, Issue Date: September 6, 2002; and Piper Vendor Service Publication VSP-150, dated January 31, 2003.
52-05-02: 52-05-02 MARTIN: Applies to All Models 202 and 202A Aircraft. Compliance required as indicated. Due to a reported occurrence of cracks in the center wing rear spar lower chord fitting at the Station 187 rib, the following shall be accomplished: A. Inspect within the next 100 hours. Inspect the fittings (P/N 2021U44473 and 2021U44474) with a 10-power magnifying glass after removal of the paint with a solvent. Pay particular attention to the intersection of the spar leg with the other legs of the fittings. B. If cracks are discovered in the base or extending into the base of a fitting, the part must be replaced. C. If cracks are found in the vertical legs only, the part can either be replaced or remain installed in the airplane. If remaining installed, the fitting must be inspected every 85 hours in accordance with items A and B. Other inspection intervals may be approved based on the evaluation of the actual crack location by the manufacturer. D. For fittings that do not show any cracks, loosen the two bolts through the fitting, the spar stiffener and the spar chord tang. Also loosen the two spar web splice bolts through the fitting, the spar web stiffeners and rib 187 web. If any gap appears between the fitting and its mating surfaces, install shims so as to reduce this gap to less than 0.010 inch. E. New parts installed shall be shimmed in accordance with item D. (Glenn L. Martin Service Instruction Letter No. 17 covers this same subject.)
56-01-02: 56-01-02 BOEING: Applies to All model 377 Aircraft. Compliance required as indicated. As a result of cracks discovered at wing spar splice bolt holes the following inspection and possible rework is required. At the next basic check period and subsequent thereto, at each basic check period but not to exceed an interval of 2,500 hours flight time, the No. 1 bolt hole in each rear spar Station 246 joint and Nos. 1 and 6 bolt holes in each front and rear spar Station 510 joints shall be carefully inspected by use of borescope or equivalent method. If cracks are found, the splice should be reworked in accordance with instructions contained in Boeing Service Letter No. 289. Within the next 500 flight hours, unless recently accomplished, the outboard bolt holes in each front and rear spar Station 47.75 joints shall be inspected for cracks by use of borescope or equivalent method. If cracks are found, they shall be repaired in accordance with Boeing Instructions. This supersedes AD 55-23-01.