Results
68-23-08: 68-23-08 BELLANCA: Amendment 39-679. Applies to Model 14-19-3A (Serial Numbers 4229 through 4342) and Model 17-30 (Serial Numbers 30001 through 30151) airplanes. Compliance required as indicated: To prevent vibration of the horizontal tail surfaces, and to correct inaccurate airspeed indication, accomplish the following: A) On or before November 22, 1969, unless already accomplished, modify the elevator trim tab system by the installation of redesigned elevator trim tab and actuation rod and all related changes in accordance with Part A of Bellanca Service Letter No. 46, dated October 28, 1968, or any other method approved by Chief, Engineering and Manufacturing Branch, Central Region, Federal Aviation Administration. B) Unless already accomplished, after completion of the modifications required by Paragraph A, the restricted forward center of gravity limit must be incorporated into the respective Airplane Flight Manuals by accomplishing the following: (1)To the Model 14-19-3A Airplane Flight Manual, add Revision No. 5 dated October 26, 1968. (2) To the Model 17-30 Airplane Flight Manual, add Revision No. 4 dated August 28, 1968. C) Until the elevator trim tab has been modified in accordance with Paragraph A, operation of the airplane in excess of 180 miles per hour (156 knots) is prohibited. D) Until the elevator trim tab has been modified in accordance with Paragraph A, a placard must be installed in the airplane adjacent to the airspeed indicator, in full view of the pilot with the following wording: "NEVER EXCEED SPEED 180 MPH (156 KNOTS) IAS". E) Within the next 25 hours' time-in-service after the effective date of this airworthiness directive, unless already accomplished, modify or replace the static vent buttons in accordance with Part B of Bellanca Service Letter No. 46, dated October 28, 1968, or any other method approved by Chief, Engineering and Manufacturing Branch, Central Region, Federal AviationAdministration. AD 68-12-02 is hereby superseded. This amendment becomes effective November 22, 1968.
2011-12-02: We are adopting a new airworthiness directive (AD) for the products listed above that are equipped with a Honeywell TPE331-10 or - 12JR turboprop engine installed per Supplemental Type Certificate (STC) SA09866SC. This AD requires incorporating revised airspeed limitations and marking the airspeed indicator accordingly. There is also a requirement for the installation of a temporary placard until the airspeed indicator can be modified but not to [[Page 31801]] exceed a certain period of time. This AD was prompted by analysis that showed that airspeed limitations for the affected airplanes are not adjusted for the installation of a turboprop engine as stated in the regulations. We are issuing this AD to prevent the loss of airplane structural integrity due to the affected airplanes being able to operate at speeds that exceed the speeds established in the Federal aviation regulations for safe operation.
2011-19-03: We are adopting a new airworthiness directive (AD) for the products listed above. This AD was prompted by four reports of unrecoverable engine stalls, during hover in a left-roll attitude. This AD requires the installation of an accessory gearbox (AGB) axis-A oil slinger nut to the axis-A shaft assembly. We are issuing this AD to prevent an unrecoverable engine stall, leading to a helicopter forced landing or accident.
2011-19-02: We are adopting a new airworthiness directive (AD) for the products listed above. 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 MCAI describes the unsafe condition as: Reports have been received from a small number of HS.748 operators of finding cracks in the propeller hub port buttress threads of R212 and R251 propellers. The affected hubs had accumulated in excess of 6,000 flight hours. This condition, if not detected and corrected, could lead to propeller blade separation, possibly resulting in damage to the aeroplane and/or injury to persons on the ground. We are issuing this AD to prevent propeller hub failure due to cracks in the hub, which could result in damage to the airplane.
97-23-09: This amendment supersedes Airworthiness Directive (AD) 78-26-02, which currently requires repetitively inspecting the fuselage side frame flanges at Fuselage Station (FS) 218.125 and FS 219.525 for cracks on certain de Havilland DHC-6 series airplanes, and repairing or replacing any cracked part. The Federal Aviation Administration's policy on aging commuter-class aircraft is to eliminate or, in certain instances, reduce the number of certain repetitive short-interval inspections when improved parts or modifications are available. This AD requires modifying the fuselage side frames at the referenced FS areas as terminating action for the repetitive inspections that are currently required by AD 78-26-02. The actions specified in this AD are intended to prevent failure of the fuselage because of cracks in the fuselage side frames, which, if not detected and corrected, could result in loss of control of the airplane.
56-18-02: 56-18-02 CONVAIR: Applies to All 340 Aircraft. Compliance required preferably at next engine overhaul but not later than June 1, 1957. Due to the possibility in hot weather operation that the engines installed in Convair 340 airplanes can experience excessive oil temperatures and inability to scavenge the crankcase, Pratt & Whitney Aircraft Service Bulletins Nos. 1513 and 1524 shall be accomplished as indicated above. This serious condition, which has been experienced in hot weather on several occasions by two scheduled airline operators, is attributed mainly to high oil flow rates, which will be effectively reduced by compliance with these Pratt & Whitney Service Bulletins. (Air Carrier Maintenance Alert Bulletin No. 241 also deals with this subject.) As an alternate to compliance with these bulletins, the adoption of maintenance practices and engine overhaul procedures which effectively reduce oil flow rates will be acceptable.
51-12-01: 51-12-01 WRIGHT: Applies to All Models C9GB, C9GC, C9HD and Military R-1820 Series Engines. Compliance required as soon as possible, but not later than April 1, 1952. To preclude piston pin failures, piston pins P/N's 68827, 117691, and 131061, which have not been carburized, must be replaced at each engine overhaul. Piston pins P/N's 117691 and 131061 retain the same part number when carburized, but may be identified by the symbol "C" on the recessed end of the pin. Piston pins P/N 68827 were never carburized and therefore should not be reused. It is suggested that orders for carburized piston pins be placed well in advance of required delivery date. (Wright Service Bulletin No. C9-156A covers this same subject.)
2011-20-10: We are adopting a new airworthiness directive (AD) for the products listed above. This AD requires inspecting to determine the clearance and any wire bundle damage between wire bundle W443 and the left forward rudder quadrant, followed by adjusting the minimum clearance between the wire bundle and the left forward rudder quadrant, and repairing any wire bundle damage. This AD was prompted by reports of contact between wire bundle W443 and the left forward rudder quadrant. We are issuing this AD to detect and correct contact between the wire bundle and the left forward rudder quadrant. Damage to the wire bundle from contact between the wire bundle and the left forward rudder quadrant could result in uncommanded stabilizer trim and autopilot disconnects due to shorted wires, potentially affecting the capability of the flightcrew during high work load and consequently reducing control of the airplane. Restricted movement of the rudder quadrant at full right rudder travel would reduce controllability of the airplane.
99-16-14: This amendment adopts a new airworthiness directive (AD) that is applicable to all Airbus Model A300, A310, and A300-600 series airplanes. This action requires a one-time inspection of the autopilot systems for proper engagement to determine if the main electro valve electrical connectors of the yaw, roll, and pitch autopilot actuators are correctly installed; and corrective actions, if necessary. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified in this AD are intended to prevent erratic movements of the ailerons, elevator, and/or rudder that are commanded by discrepant autopilot actuators, which could result in reduced controllability of the airplane.
54-06-02: 54-06-02 MARTIN: Applies to All Model 202 Aircraft. Compliance required at next overhaul but not to exceed the next 1,000 operating hours. Several instances have been found of unsatisfactory wing scarf splice bushing installations which result in applying undesirable bending loads on the bolts because of incomplete lining of the holes. To eliminate this condition, inspect the wing lower chord scarf splices at wing Stations 187 L.H. and R.H. If a bushing is found that does not meet the length requirements specified in Martin 202 Service Instruction Letter No. 29, that bushing must be removed and a correct one installed in accordance with Service Instruction Letter No. 29, before the airplane is returned to service. (Martin S. I. L. No. 29 covers this same subject.)
2011-20-04: 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: Cracked nuts * * * were found on aircraft's production line during routine post assembly inspection. Investigation revealed that the cracks resulted from hydrogen embrittlement combined with high hardness. Non-conformity with certified mechanical properties of this fastener can potentially lead to an unsafe condition. The unsafe condition is cracked nuts in multiple locations (including aileron fittings, rudder tab assembly and mounting structure for power drive units) could result in failure of affected locations and consequent reduced controllability or reduced structural capability of the airplane. We are issuing this AD to require actions to correct the unsafe condition on these products.
2011-20-02: 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: BAE Systems have received reports of in-service failure of the Main Landing Gear (MLG) shock absorber lower attachment pin. * * * * * This condition, if not detected and corrected, could lead to a MLG collapse on the ground or during landing and consequently damage to the aeroplane or injury to the occupants. We are issuing this AD to require actions to correct the unsafe condition on these products.
95-04-10: This amendment adopts a new airworthiness directive (AD) that applies to certain Beech Aircraft Corporation (Beech) Models 34C, T-34C, and T-34C-1 airplanes. This action requires replacing the eight wing attachment steel bolts and hardware with Inconel bolts and hardware. A report of the right lower aft wing attachment nut assembly separating in two pieces on a Model T-34C-1 airplane prompted this action. The actions specified by this AD are intended to prevent the wing from separating from the fuselage because of failure of this assembly.
2011-18-23: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model DC-8-11, DC-8-12, DC-8-21, DC-8-31, DC-8-32, DC-8- 33, DC-8-41, DC-8-42, and DC-8-43 airplanes; Model DC-8-50 series airplanes; Model DC-8F-54 and DC-8F-55 airplanes; Model DC-8-60 series airplanes; Model DC-8-60F series airplanes; Model DC-8-70 series airplanes; and Model DC-8-70F series airplanes. This AD requires repetitive high frequency eddy current or repetitive low frequency eddy current inspections for cracks on the area around certain fasteners of the access opening doubler on the left and right wing center spar lower cap, and repair, if necessary. This AD was prompted by reports that cracks in the center spar lower cap and, in some cases, the web of the spar, have been found at stations Xrs = 168.00, Xrs = 251.00, and Xrs = 358.00. We are issuing this AD to detect and correct cracks in the area around certain fasteners of the access opening doubler on the left and right wing center spar lower cap, which could compromise the structural integrity of the wing structure.
2011-18-09: We are adopting a new airworthiness directive (AD) for certain model IO-720-A1B Lycoming Engines reciprocating engines. This AD requires a crankshaft inspection for certain parts that may be installed. This AD was prompted by the failure of a crankshaft due to incorrect parts installed. We are issuing this AD to prevent engine crankshaft failure and damage to the airplane.
94-14-17: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A320 series airplanes, that requires either the removal of the girt bar visual indicator brackets on passenger exit doors, or modification of the lanyard connecting the survival kit to the slide/raft. This amendment is prompted by a report that, during an emergency evacuation demonstration, the lanyard became entangled on the girt bar indicator mechanism, and subsequently prevented an exit door from opening fully to a locked position. The actions specified by this AD are intended to prevent the lanyard from becoming entangled and interfering with proper opening of the exit door, a situation which could impede the successful evacuation of passengers through the door during an over water operation where ditching is required.
2005-25-10R1: We are revising an existing airworthiness directive (AD) for the products listed above. That AD currently requires initial and repetitive ultrasonic inspections of propeller hubs, part number (P/N) 660709201. This new AD requires introducing a new hub assembly P/N as an optional terminating action to the repetitive hub inspections. This AD was prompted by the need to [[Page 54927]] introduce an optional terminating action for the repetitive inspections. We are issuing this AD to prevent propeller hub failure due to cracks in the hub, which could result in loss of control of the airplane.
2003-03-12: This amendment adopts a new airworthiness directive (AD), that is applicable to Turbomeca S.A. Arriel 1 A2, 1 C, 1 C1, 1 C2, 1 D, 1 D1, 1 E2, 1 K, 1 K1, 1 S, 1 S1 and Arriel 2 B, 2 B1, 2 C, 2 C1, 2 S1 series turboshaft engines. This amendment requires the insertion of a sleeve in the attachment boss of the compressor bleed valve, and bonding the sleeve in the bleed-valve mounting pad. This amendment is prompted by several cases of contained centrifugal compressor impeller blade ruptures that occurred in service. The actions specified by this AD are intended to prevent acoustic excitation of the centrifugal compressor impeller blades resulting in contained compressor impeller blade ruptures and power loss that could lead to an uncommanded in-flight shutdown.
69-11-05: 69-11-05 PIPER: Amdt. 39-772. Applies to type PA-31 and PA-31-300 airplanes, Serial Numbers 31-2, 31-4; 31-6 thru 31-345; 31-347 thru 31-357; 31-359 thru 31-366; 31-368 thru 31- 373; 31-375 thru 31-378; 31-380 thru 31-384; 31-386 thru 31-406; 31-408 thru 31-422; 31-426 thru 31-428; 31-430; 31-431; 31-433; 31-434; 31-436; 31-437; 31-439; 31-444 and 31-445; certificated in all categories. Compliance required within the next 50 hours' time in service after the effective date of this AD, unless already accomplished. (a) To improve the stall characteristics by the installation of stall strips on the leading edge of the wing, comply with Piper Service Bulletin No. 294, dated May 16, 1969, or equivalent method approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. (b) Upon request with substantiating data submitted through an FAA maintenance inspector, the compliance time specified in this AD may be increased by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. This amendment is effective June 5, 1969.
78-13-05: 78-13-05 CESSNA: Amendment 39-3250. Applies to the following models and serial number airplanes certificated in all categories: MODEL SERIAL NUMBERS 340 340-0001 and up 340A 340A0001 through 340A0472 402B 402B0301 through 402B1332 404 404-0001 through 404-0223 414 414-0251 and up 414A 414A0001 through 414A0042 421 421-0001 and up 421A 421A0001 and up 421B 421B0001 and up 421C 421C0001 through 421C0478 COMPLIANCE: Required as indicated unless already accomplished. To detect seats with seat-to-seat track fittings improperly installed and seats installed facing the wrong direction, which if allowed to go uncorrected, could result in seat failure in those situations where the seats and seat belts are relied on to restrain the passengers, within 25 hours time-in-service after the effective date of this AD accomplish the following: A) Visually inspect all affected passenger seats for correct installation in the airplane and for proper assembly and correct any discrepancies prior to the next flight, all in accordance with Cessna Multi-Engine Service Letter ME78-17, dated May 15, 1978, or later revisions. B) Any equivalent method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. This amendment becomes effective on July 5, 1978.
2003-03-09: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model MD-90-30 airplanes. This AD requires a one-time inspection of the single-phase remote control circuit breaker(s) (RCCBs) in a certain area of the electrical/ electronic (E/E) compartment to determine the part number and serial number of the RCCB(s), and replacement of certain RCCBs with new or serviceable RCCBs, if necessary. This action is necessary to prevent failure of an RCCB to trip during an overload condition due to a defective braze joint in the RCCB latch assembly, which could result in overheating of the RCCB load wire, and consequent smoke and possible fire in the E/E compartment of the airplane. This action is intended to address the identified unsafe condition.
69-06-04: 69-06-04 PIPER: Amdt. 39-736. Applies to Type PA-31 and PA-31-300 airplanes, Serial Numbers 31-2 to 31-326, 31-328 to 31-332, and 31-334, certificated in all categories. Compliance required within the next 100 hours' time in service, after the effective date of this AD, unless already accomplished. (a) Inspect and adjust, if necessary, the total friction in the elevator control system, comply with Piper Service Bulletin No. 289, February 17, 1969, or later changes thereto or equivalent method, approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. (b) Upon request with substantiating data submitted through an FAA maintenance inspector, the compliance time specified in this AD may be increased by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. This amendment is effective March 27, 1969.
97-21-03: This amendment adopts a new airworthiness directive (AD), applicable to certain Raytheon Model BAe 125-800A series airplanes and Hawker 800 series airplanes, that requires a detailed visual inspection of the fuel feed hose assemblies of the auxiliary power unit (APU) to detect overheating, degradation, proper routing, and adequate clearance; and the correction of any discrepancies found. This amendment also requires modification of the fuel feed hose of the APU. This amendment is prompted by reports of heat damage to the fuel feed hose assembly of the APU due to contact between the hose assembly and hot surfaces. The actions specified by this AD are intended to prevent heat damage of the fuel feed hose, which could lead to a possible fire/smoke hazard when failure of the hose assembly occurs and consequent fuel mist or spray is emitted into the rear equipment bay.
2011-18-15: 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: There have been three in-service reports of cracked barrel nuts found at the front spar locations of the wing-to-fuselage attachment joints. Additionally, three operators have reported finding a loose washer in the barrel nut assembly. Failure of the barrel nuts could compromise the structural integrity of the wing-to-fuselage attachments. * * * * * The unsafe condition could result in separation of the wing from the airplane during flight. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
67-26-03: 67-26-03 PIPER: Amdt. 39-582. Applies to Model PA-28-140 Airplanes, Serial Numbers 28-20913 through 28-22917; Model PA-28-150, PA-28-160, PA-28S-160, PA-28-180, PA-28S-180 Airplanes, Serial Numbers 28-2533 through 28-3979; Model PA-28-235 Airplanes, Serial Numbers 28-10676 through 28-10891, Model PA-32-260 Airplanes, Serial Numbers 32- 04, 32-17 through 32-861; Model PA-32-300, PA-32S-300 Airplanes, Serial Numbers 32-15, 32- 40000, through 32-40239. Compliance required as indicated. To prevent the possibility of restricting fuel flow through the fuel system screens and filters caused by sealing material film (sloshing compound) which has peeled from the inner surfaces of the main fuel tanks, accomplish the following: (a) Within the next 100 hours' time in service after the effective date of this AD, unless already accomplished within the last 100 hours' time in service, inspect the entire interior of both main fuel tanks for sealing material film which has separated from or is loosely attached to the tank interior surfaces. Inspection may be accomplished through the filler neck without removing the tank from the aircraft, but the tank should be completely drained and dried. Exert precautions usually followed around explosive vapors. (b) Remove all separated and loosely attached material from the tank interior. (c) If no loose or separated material is found in aircraft having less than 1000 hours' time in service repeat the inspection prescribed in (a) above at intervals not to exceed 100 hours' time in service from the last inspection. The inspections may be discontinued after the third inspection (including the initial inspection prescribed in (a) above or at 1000 hours' total time in service if no peeling has been found. Small scrapes in the film adjacent to the filler neck may be disregarded provided there is no indication of peeling. (d) If no loose or separated material is found in aircraft having 1000 hours' or more timein service it will not be necessary to inspect after the initial inspection prescribed in (a) above. (e) If loose or separated material was found at any time, prior to but not later than the next 100 hours' time in service after effective date of this airworthiness directive remove the tank from the airplane and reseal in accordance with Piper Service Bulletin No. 251B dated March 13, 1968, and with instructions contained in Piper Kit No. 921-388V, or Piper Kit No. 757-572V, or an equivalent method approved by Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Southern Region. Following resealing conduct the inspection prescribed in (a) above at intervals not to exceed 100 hours' time in service. These inspections may be discontinued after the second inspection if not further peeling is found. Small scrapes in the film adjacent to the filler neck may be disregarded provided there is no indication of peeling. Aircraft log record entry must be made to reflect AD compliance in accordance with FAR 43.9. The inspection time intervals (other than for the initial inspection) may be adjusted up to a maximum of 10 hours to coincide with aircraft annual or 100-hour scheduled inspections. This supersedes 67-16-02. This amendment becomes effective April 12, 1968.