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2018-12-08: We are superseding Airworthiness Directive (AD) 2017-07-07, which applied to certain Airbus Model A330-200, A330-300, A340-200, and A340-300 series airplanes. AD 2017-07-07 required repetitive inspections of certain fastener holes, and related investigative and corrective actions if necessary. This AD retains the requirements of AD 2017-07-07 and expands the applicability. This AD was prompted by a report of cracking at fastener holes located at frame (FR) 40 on the lower shell panel junction. We are issuing this AD to address the unsafe condition on these products.
2018-13-08: We are superseding Airworthiness Directive (AD) 2016-01-11, which applied to certain Airbus Model A320-211, -212, and -231 airplanes. AD 2016-01-11 required repetitive inspections for cracking of the radius of the front spar vertical stringers and the horizontal floor beam on frame (FR) 36, repetitive inspections for cracking of the fastener holes of the front spar vertical stringers on FR 36, and repair if necessary. This AD adds new thresholds and intervals for the repetitive inspections; requires, for certain airplanes, a potential terminating action modification of the center wing box area; and expands the applicability. This AD was prompted by a report that, during a center fuselage certification full-scale fatigue test, cracks were found on the front spar vertical stringer at a certain frame. This AD was also prompted by a determination that, during further investigations of the frame as part of the widespread fatigue damage (WFD) campaign, certain inspection compliancetimes have to be revised and new inspections and a new potential terminating action modification have to be introduced. We are issuing this AD to address the unsafe condition on these products.
84-23-01: 84-23-01 LOCKHEED: Amendment 39-4955. Applies to Lockheed Models 1329-23A, -23D, - 23E, and -25 series airplanes, serial numbers 5001 through 5162 and 5201 through 5240, certificated in all categories. Compliance is required as indicated, unless already accomplished. To detect cracks which could lead to failure of the empennage and loss of the airplane, accomplish the following: A. Within the next 25 hours flying time or within 20 days after the effective date of this airworthiness directive (AD), inspect for cracks, proper hardware, proper installation of hardware, and loose fasteners in the JE24-1 empennage pivot fitting at the point where the fitting attaches to the flange of the JE22-1 rear beam of the vertical stabilizer in accordance with Lockheed Alert Service Bulletins A329II-55-3 and A329-299, dated October 19, 1984. If loose fasteners or cracks are found, before further flight, repair or replace with new or serviceable parts, as necessary, in accordance with a method acceptable to or approved by the FAA. B. Alternate means of compliance with this AD which provide an equivalent level of safety may be used when approved by the Manager, Atlanta Aircraft Certification Office, FAA, Central Region. This amendment becomes effective November 26, 1984.
69-07-01: 69-07-01 BRITISH AIRCRAFT CORPORATION: Amdt. 39-741. Applies to Model BAC 1-11, 200, and 400 Series Airplanes. Compliance required as indicated, unless already accomplished. To prevent interference between the flap rear pick up fitting and the flap link assembly, accomplish the following: (a) For BAC 1-11, 200, and 400 Series Airplanes with flap links P/N AB09A3697 installed, accomplish the following: (1) Within the next 160 hours' time in service after the effective date of this AD, inspect in accordance with paragraph (3) of this section to determine if a minimum clearance of 0.075 inches is provided between the flap rear pick up fitting and the flap link assembly. (2) If the inspection reveals a clearance of less than 0.075 inches, before further flight (except that the airplane may be flown in accordance with Section 21.197 of the Federal Aviation Regulations to a base where the repair can be performed), incorporate BAC Modification PM 2868, as specifiedin paragraph (3) of this section. (3) Perform the inspection and modification required in paragraphs (1) and (2) of this section, in accordance with British Aircraft Corporation BAC 1-11, Alert Service Bulletin No. 27-A-PM 2245, Issue 6, dated September 16, 1968, or later ARB-approved issue, or an FAA approved equivalent. (b) For BAC 1-11, 200, and 400 Series Airplanes with flap links P/N AB09A3657 or P/N AB09A3697 installed, accomplish the following: (1) Within the next 1000 hours' time in service after the effective date of this AD, inspect in accordance with paragraph (3) of this section, the outer link positions at No. 2 and No. 3 flaps, left and right sides, for interference between the flap link and flap rear pick up fitting fork. (2) If the inspection reveals an interference, before further flight (except that the airplane may be flown in accordance with Section 21.197 of the Federal Aviation Regulations to a base where the repair can be performed), incorporate BAC Modification PM 3691, as specified in paragraph (3) of this section. (3) Perform the inspection and modification required in paragraphs (1) and (2) of this section in accordance with British Aircraft Corporation BAC 1-11, Alert Service Bulletin No. 27-A-PM 2245, Issue 6, dated September 16, 1968, or later ARB-approved issue or an FAA-approved equivalent. This amendment effective March 27, 1969.
65-11-01: 65-11-01 BEECH: Amdt. 39-67 Part 39 Federal Register May 20, 1965. Applies to Model 23 Aircraft Serial Numbers M-1 through M-334 except M-62. Compliance required within 100 hours' time in service after the effective date of this AD, unless already accomplished. To prevent water from entering the static lines through the fuselage static air ports and causing a system malfunction, accomplish the following or an FAA-approved equivalent: (a) Remove the tee fitting from the static line connection just aft of the rear cabin bulkhead. (b) Connect a 52-inch length of 0.25-inch O.D. by 0.040-inch wall polyethylene tubing to the static line running under the floorboard with a 262-P-1/4 union. (c) Place the pack nut and plastic ferrule not used with the union on the other end of the tubing and connect the tee fitting. (d) Remove the clips which originally secured the static lines to the cabin bulkhead and use one to attach the static line to the top of the bulkhead just aft of the cabin bulkhead Station 239.00. (e) Shorten the tubing from each static port to provide gentle curves and to prevent any low places in the line that could trap water between the static ports and the tee. Reconnect the two shortened static port lines to the tee fitting using either the original plastic ferrules and pack nuts or new like parts. (Beech Service Bulletin No. 7 covers this same subject.) This directive effective June 19, 1965.
2018-13-01: We are adopting a new airworthiness directive (AD) for certain Rolls-Royce Corporation (RRC) model 250-C turboshaft engines. This AD was prompted by several reports of engine power loss, one of which resulted in a fatal helicopter accident. This AD requires removal of the power turbine governor (PTG) bearing assembly, part number (P/N) 2544198, and its replacement with a bearing assembly eligible for installation. We are issuing this AD to address the unsafe condition on these products.
89-07-13: 89-07-13 BOEING: Amendment 39-6165. \n\tApplicability: Model 737 series airplanes, certificated in any category. \n\n\tCompliance: Required within the next 18 months after the effective date of this AD, unless previously accomplished. \n\n\tTo prevent smoke in the cockpit and partial loss of electrical power caused by the failures of the Generator Control Unit (GCU) filter modules, accomplish the following: \n\n\tA.\tReplace or modify the GCU filter modules, in Westinghouse GCU P/N 915F212- 5 and GCU P/N 948F458-1, in accordance with Westinghouse Service Bulletin 87-101, dated March 1987, or Westinghouse Service Bulletin 87-102, dated August 1987. \n\n\tB.\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, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who mayadd any comments and then send it to the Manager, Seattle Aircraft Certification Office. \n\n\tC.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of the modification by 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 Westinghouse, Electrical Systems Division, P.O. Box 989, Lima, Ohio 45802. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, FAA, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment (39-6165, 89-07-13) becomes effective on April 28, 1989.
47-42-08: 47-42-08 DOUGLAS: (Was Mandatory Note 5 of AD-781-1.) Applies to DC-6 Airplane Serial Numbers 42854, 42855, 42857, 42858, 42860 to 42865, Inclusive; 42867, 42869 to 42880, Inclusive; 42882 to 42891, Inclusive; 43000, 43001, 43003 to 43009, Inclusive; 43055 and 43056. \n\nTo be accomplished not later than next No. 3 inspection (or not later than next 150 hours for non-air-carrier operations). \n\nCertain cases have been found wherein the 5240452 horizontal stabilizers do not have the rivet pattern specified on Drawings Nos. 5248752 and 5249045. The following specific cases should be inspected and rivets should be added if the numbers are less than the following: \n\nReferring to Drawing 5248752 "Horizontal Stabilizer Rear Spar Assembly", zone 4, directly outboard of Station 63: \n1.\tThere should be at least 12 AD5 rivets top and bottom through the web and cap between the -14 and -12 stiffeners, not counting those through the stiffeners. \n2.\tThere should be at least 4 AD5 rivets through the -68 doubler, spar web and spar cap. \n3.\tThere should be at least 6 AD5 rivets top and bottom between the -12 stiffener and the -68 doubler through web and cap. \n\nWith reference to Drawing No. 5249045 "Horizontal Stabilizer Panel and Spar Structure Assembly" zone 3, section L-L, directly inboard of Station 69.5 both top and bottom, the existing rivet pattern of either 1/8 or 5/32 rivets should be continued inboard with AD5 rivets using the present pattern of 3/4 inch O.C. to within 3 1/16 inches from the end of the spar cap. Existing 1/8-inch rivets are satisfactory. \n\nIt should be noted that the foregoing inspections and riveting can be accomplished without removing the elevators. \n\n(Douglas Service Letter A-214-529.010/RLT, and attached sketches, dated July 14, 1947, covers the same subject.)
65-11-04: 65-11-04 PIPER: Amdt. 39-66 Part 39 Federal Register May 14, 1965. Applies to Models PA-24-250, PA-24-260, PA-24-400, and PA-30 Aircraft Equipped with a Mitchell Altimatic II Autopilot. Compliance required within the next 25 hours' time in service after the effective date of this AD, unless already accomplished. To prevent further jamming of the stabilator control system by the autopilot pitch servo breakaway ball link, accomplish the following: (a) On autopilots with pitch servos, Mitchell P/N 1X312C, having serial numbers listed on page 2 of Mitchell Service Information Bulletin No. A55, dated March 23, 1965, install pitch servo rack, Mitchell P/N 44A75-1, and spacer, Mitchell P/N 43A284 or Piper P/N 25422, in accordance with the accomplishment instructions in that Service Bulletin, or later FAA-approved revision, or an FAA-approved equivalent. Attach spacer using AN510-10R16 screws, AN960-10 washers, and MS20365-1032C nuts, or FAA-approved equivalents. (b) Install a fairlead in the fuselage in accordance with the sketch in Piper Service Bulletin No. 224, dated April 7, 1965, or later FAA-approved revision, or an FAA-approved equivalent. This directive effective May 15, 1965.
49-30-01: 49-30-01 DOUGLAS AND CONVAIR: Applies to All DC-6 and 240 Aircraft Equipped With Curtiss Model C632S-A Propellers. \n\n\tCompliance required as soon as possible but not later than August 15, 1949. \n\n\tBecause of a number of cracks having been discovered in the threaded portion of the hub barrels of the C632S-A propellers, preflight visual inspections must be made in accordance with Curtiss Instructions to all owners dated May 12, 1949. \n\n\tIt is strongly recommended that wherever the necessary equipment is available, magnetic inspections be made in accordance with Curtiss Instructions entitled, "Field Magnetic Inspection of C632S-A Hubs". \n\n\tAny hubs revealing cracks must be retired from service immediately. \n\n\tThe above inspections are to remain in effect as long as these propellers are in service regardless of any rework accomplished. \n\n\tOperational procedures for the Douglas DC-6 during ground run, takeoff and climb, as recommended by the Douglas Co. telegram of May 25, 1949, must also be complied with.