Results
73-17-03: 73-17-03 HAWKER SIDDELEY: Amdt. 39-1703. Applies to de Havilland Model DH- 114 "Heron" airplanes. Compliance is required as indicated. To prevent failure of the lower flap hinge-to-wing attachment bolts at Rib No. 7, the fork joint fitting (P/N 14 WF.1) and the eye joint fitting (P/N 14 WF.3) at Rib No. 2, and the angle brackets at Rib No. 01, accomplish the following: (a) Within the next 500 hours' time in service after the effective date of this AD, unless already accomplished, replace the lower two flap hinge-to-wing attachment bolts and nuts at Rib No. 7 with new bolts (P/N A.25/10E) and nuts (P/N 14W 5781) in accordance with Hawker Siddeley Modification No. Heron 1303, dated December 31, 1969, as amended by Amendment No. 1 dated May 7, 1970, or an FAA-approved equivalent. (b) Before the accumulation of a total of 13,000 hours' time in service, or within the next 300 hours' time in service after the effective date of this AD, whichever occurs later, unless already accomplished within the last 900 hours' time in service, and thereafter at intervals not to exceed 1,200 hours' time in service from the last inspection, visually inspect the attachment flanges of the forward fork joint fitting, (P/N 14WF.1) and forward eye joint fitting, (P/N 14WF.3), located between the inner and center flap sections, for cracks near the fitting-to-flap attachment bolt holes (two per fitting) using a glass of at least 10-power magnification in accordance with Section 4 of Hawker Siddeley Technical News Sheet Series: Heron (114), No. W.16, Issue 1, dated May 4, 1970, or an FAA-approved equivalent. If cracks are found, before further flight replace the cracked parts in accordance with Hawker Siddeley Repair Drawing RD.14WF.109, dated January 23, 1970, or an FAA-approved equivalent. (c) Within the next 2,400 hours' time in service after the effective date of this AD and thereafter at intervals not to exceed 2,400 hours' time in service from the last inspection, visually inspect the corner radius of the small angle brackets on the forward face of the rear vertical flange of Rib No. 01 for cracks using a glass of at least 10-power magnification in accordance with Section 5 of Hawker Siddeley Technical News Sheet Series: Heron (114), No. W.16, Issue 1, dated May 4, 1970, or an FAA-approved equivalent. If cracks are found, before further flight replace the cracked parts with new parts, P/N 14W.5621, or 14W.5623, as applicable. This amendment becomes effective September 13, 1973.
65-06-06: 65-06-06 PIPER: Amdt. 39-46 Part 39 Federal Register March 12, 1965. Applies to Model PA-28-140 Aircraft, Serial Numbers 20551 through 20672; Models PA-28-150, PA-28-160, PA-28-180 Aircraft Serial Numbers 1761 through 2183; and Model PA-28-235 Aircraft Serial Numbers 10003 through 10600. Compliance required as indicated. To prevent further failures of the fuel quantity gauge sender unit terminal connecting wire that could cause electrical arcing in the unit, accomplish the following: (a) Within the next 10 hours' time in service after the effective date of this AD, unless already accomplished, install a placard on the instrument panel adjacent to the fuel gauges that reads: "Do not operate aircraft with non-functioning or erratic fuel gauges". The placard may be removed when all fuel quantity gauge sender units have been modified in accordance with (b) or (c). (b) Before each flight after the placard has been installed, inspect to determine whether the aircraft has non-functioning or erratic fuel gauges. Modify the fuel quantity gauge sender unit, Piper P/N 550613, for any non-functioning or erratic gauge in accordance with Piper Service Bulletin No. 223 or later FAA-approved revision, or an equivalent approved by the Chief, Engineering and Manufacturing Branch, FAA Southern Region, before further flight, except that the aircraft may be flown in accordance with the provisions of FAR 21.197 to a base where the modification can be made. During this flight the electrical lead to the sender unit to be modified shall be disconnected. The inspections required by this paragraph may be discontinued for the gauge of any sender unit modified in accordance with this paragraph. (c) Within the next 100 hours' time in service after the effective date of this AD, unless already accomplished, modify all fuel quantity gauge sender units, Piper P/N 550613, in accordance with Piper Service Bulletin No. 223 or later FAA-approved revision, or an equivalent approved by the Chief, Engineering and Manufacturing Branch, FAA Southern Region. (Piper Service Bulletin No. 223, covers this subject.) This directive effective March 12, 1965.
2005-12-14: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 767-200, -300, and -400ER series airplanes. This AD requires an inspection to determine if the door-mounted escape slide/rafts have certain part numbers. For those door-mounted escape slide/rafts having certain part numbers, this AD requires an inspection for excessive tension of the firing cable, and procedures for providing slack in the firing cable or rerouting the firing cable if necessary. This AD is prompted by reports of uncommanded inflation inside the airplane of a door-mounted escape slide/raft located in the passenger compartment. We are issuing this AD to prevent injury to maintenance personnel, passengers, and crew during otherwise normal operating conditions and to prevent interference with evacuation of the airplane during an emergency, due to uncommanded inflation of a door-mounted escape slide/raft.
75-17-20: 75-17-20 SOCIETE NATIONALE INDUSTRIELLE AEROSPATIALE: Amendment 39- 2322. Applies to Model SA-341G "Gazelle" helicopters, serial numbers 1299 and lower, certificated in all categories. Compliance is required within the next 100 hours' time in service, unless already accomplished in accordance with SA-341 Service Bulletin No. 65.10. To detect excessive elongation of main rotor blade torsion strip stacks in service, and prevent consequent loss of helicopter control, accomplish the following: (a) Install three "tell-tale" devices on the main rotor hub in accordance with subparagraph 1C (1) of SA-341 Service Bulletin No. 65.10 dated February 27, 1975, or an equivalent approved by the Chief, Aircraft Certification Staff, FAA, Europe, Africa, and Middle East Region. (b) Prior to first flight of the day, visually check "tell-tale" device for condition of the frangible screw. If the frangible screw is found broken, rectify "tell-tale" installation and replace associated torsion strip stack in accordance with subparagraph 1C (2) of SA-341 Service Bulletin No. 65.10, dated February 27, 1975, or an equivalent approved by the Chief, Aircraft Certification Staff, FAA, Europe, Africa, and Middle East Region. The check required by this AD may be performed by the pilot. This amendment becomes effective August 19, 1975.
2005-12-15: The FAA is adopting a new airworthiness directive (AD) for certain Bombardier Model DHC-8-400 series airplanes. This AD requires revising the Airworthiness Limitation section of the Instructions for Continued Airworthiness of the Dash 8 400 Series (Bombardier) Maintenance Requirements Manual to reduce the life limits of the main landing gear (MLG) orifice support tube, upper bearing, and piston plug; and to reduce the threshold for initiating repetitive detailed inspections for cracking of the engine isolator brackets. This AD is prompted by the discovery of fatigue failures, during type certification fatigue testing, at the engine isolator bracket and at the orifice support tube, upper bearing, and piston plug in the shock strut assembly of the MLG, which are principal structural elements. We are issuing this AD to prevent the development of cracks in these principal structural elements, which could reduce the structural integrity of the engine installation and the MLG. Reduced structural integrity of the engine installation could result in separation of the engine from the airplane, and reduced structural integrity of the MLG could result in collapse of the MLG.
65-01-03: 65-01-03 LOCKHEED AIRCRAFT SERVICE COMPANY: Amdt. 39-17 Part 39 Federal Register December 29, 1964. Applies to Models 109C and 109D Flight Recorders Installed in Aircraft as Required by Applicable Operating Rules. Compliance required as indicated, unless already accomplished. To improve the crash survivability of the flight record, modify the Lockheed Aircraft Service Company flight recorder Models 109C and 109D as follows: (a) Within eight months after the effective date of Amendment 39-17 (29 F.R. 18477), on Model 109C, serial numbers up to and including Serial Number 882 and Model 109D up to and including Serial Number 135, replace the tape cassette with a Lockheed Aircraft Service Company stainless steel cassette P/N 4024570-1. (b) Within eight months after March 24, 1966, on Model 109C, up to and including Serial Number 889, saw off near the case the two latch clamps which are to the left of the pitot pressure line connector when facing the pitot pressure line connector. File the remaining edges of the clamp to conform to the contour of the recorder case, and install Lockheed Aircraft Service Company clamping ring, P/N 4024582-803, or an equivalent approved by the Chief, Aircraft Engineering Division, FAA Western Region. (Lockheed Aircraft Service Company Bulletin No. 31-12 dated April 1, 1965, covers this subject.) This directive effective January 27, 1965. Revised July 30, 1965. Revised September 11, 1965. Revised February 19, 1966.
75-17-27: 75-17-27 MESSERSCHMITT-BOLKOW-BLOHM: Amendment 39-2332. Applies to Messerschmitt-Bolkow-Blohm (MBB) Models BO-105A and BO-105C helicopters, certificated in all categories, incorporating Main Rotor Head Assembly No. 105-14101. Compliance is required within the next 100 hours time in service after the effective date of this AD, unless already accomplished in accordance with MBB BO-105 Alert Service Bulletin No. 4 and Service Bulletin No. 10-11. To prevent development of incipient cracks, corrosion, and excessive wear on bolts of the main rotor head, accomplish the following: (a) For all Main Rotor Head Assemblies, P/N 105-14101, determine part number of Blade Mounting Bolts. If bolt P/N 105-14101.31 is found, replace with serviceable bolt of P/N 105-14101.29. (b) For Main Rotor Head Assemblies 105-14101 having Serial Number 50 or lower, determine part number revision letter of Main Rotor Bolts P/N 105-14101.22 and .23. If any bolt with revision letter "a" through "f" is found, replace with serviceable bolt of the same part number having revision letter "g" or subsequent. This amendment becomes effective August 20, 1975.
64-24-02: 64-24-02 BEECH: Amdt. 823 Part 507 Federal Register October 21, 1964. Applies to Model D50E Aircraft, Serial Numbers DH-301 through DH-347, Model J50 Aircraft Serial Numbers JH-150 through JH-173, and Model 65 Aircraft, Serial Numbers LC-1 through LC-152. Compliance required within the next 100 hours' time in service from the effective date of this AD, unless already accomplished in accordance with Beech Service Bulletins D-50E No. 37, J50 No. 9, and 65 No. 19. It has been determined that some wing attaching bolts may have been overtorqued because of the use of lubricant during installation. The bolts must be dry and free of any dirt, lubricant, or other contaminant during installation to insure proper torquing. Accordingly, accomplish the following: (a) Remove the wing attach bolts one at a time and check for any trace of lubricant. If the bolts have been lubricated, discard the bolt and nut. (b) Remove any trace of lubricant by thoroughly washing all attaching parts (either new or original) and the spar fitting bearing surfaces in methyl ethyl keytone or lacquer thinner. Rinse in another bath of the clean solvent and blow dry prior to installation. (c) Reinstall bolts and nuts found to be free of lubricant and install new bolts and nuts where the parts have been discarded in accordance with paragraph (a). Torque each bolt in accordance with paragraph (d) before advancing to the next bolt to avoid disturbing the wing adjustment. (Note: It is not necessary to replace the soft aluminum washers between the spar fittings.) (d) Wing attach bolts, nuts, and the required torque valves are as follows: Lower forward: NAS 495-14-29 bolt and EB 144 nut. Torque to 5000-5500 inch-pounds. Upper forward: NAS 150-38 bolt and 12B-108 nut. Torque to 2000-2300 inch- pounds. Upper and lower rear: NAS 150-33 bolts and 12B-108 nuts. Torque to 2000- 2300 inch-pounds. (Beech Service Bulletins D50E No. 37, J50 No. 9, and 65 No. 19, as revised March 1964, cover this same subject.) This directive effective November 20, 1964.
2005-12-09: The FAA adopts a new airworthiness directive (AD) for all GROB-WERKE (GROB) Model G120A airplanes. This AD requires you to repetitively inspect the nose landing gear (NLG) assembly, paying special attention to the NLG swivel tube and the engine truss in the area of the NLG attachment, for cracks and damaged (defective) welding seams. If you find cracks or defects during any inspection, this AD requires you to replace the cracked or defective part. This AD results from mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Germany. We are issuing this AD to detect and correct cracks and defects in the NLG assembly, which could result in failure of the NLG. This failure could lead to a hard landing and/or loss of control of the airplane during landing operations.
75-21-01: 75-21-01 SIAI-MARCHETTI: Amendment 39-2378. Applies to Models F.260 and 260B airplanes, Serial Numbers 101 thru 125, 2-26 thru 2-56, 3-76, 3-77, 3-80, and 502, except Serial Numbers 112, 2-33, 2-37, 2-43, 2-47, 2-53, and 2-54, certificated in all categories. Compliance is required within the next 10 hours' time in service after the effective date of this AD, unless already accomplished. To prevent failure of the landing gear actuator relay and subsequent inability to extend the landing gear by normal electrical means, replace the landing gear actuator relay, P/N 3311- 2(10A), with new relay, P/N MS 24166-D1(50A), and add a circuit breaker, P/N MS 3320-10, in accordance with the accomplishment instructions of SIAI-Marchetti Service Bulletin, S.B. No. 260B5B, dated December 22, 1973, or an FAA-approved equivalent. This amendment becomes effective October 13, 1975.
2005-12-03: This amendment adopts a new airworthiness directive (AD) for Sikorsky Aircraft Corporation (Sikorsky) Model S-92A helicopters. This action requires replacing the main gearbox (MGB) lubrication/scavenge pump vespel spline adapters (vespel spline adapters) before further flight, and thereafter, replacing them at certain intervals. This amendment is prompted by a reported incident of an in-flight loss of oil pressure. The actions specified in this AD are intended to prevent loss of lubrication to the MGB, which could cause failure of one or both engine input drives, or planetary gear to sun gear tooth mesh failure, resulting in loss of power to the rotor system and subsequent loss of control of the helicopter.
75-26-14: 75-26-14 SCHEIBE FLUGZEUGBAU GmbH: Amendment 39-2463. Applies to Model Bergfalke II/55 and III gliders, certificated in all categories, equipped with loose connecting bolt between the elevator push-pull rod and elevator control lever. Compliance is required as indicated, unless already accomplished. To ensure a reliable elevator control connection, within the next 10 hours' time in service after the effective date of this AD, replace the safety pin (Fokker needle) at the connecting bolt between the elevator push-pull rod and the elevator control lever with an aviation quality washer and cotter pin. This supersedes Amendment 39-2334 (49 FR 33008), AD 75-17-29. This amendment becomes effective December 29, 1975.
2001-15-15: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Boeing Model 747 series airplanes powered by Pratt & Whitney JT9D-7 series engines, that currently requires detailed visual inspections of the lugs on the bulkhead fitting of the rear engine mount, and corrective action, if necessary. The existing AD also specifies optional ultrasonic inspections, which, if accomplished, extend the repetitive interval for the required detailed visual inspections. This amendment requires accomplishment of the previously optional ultrasonic inspections and, for certain airplanes, rework of the bulkhead fitting of the rear engine mount. The actions specified by this AD are intended to detect and correct bushing migration, corrosion, or cracking of the lugs on the bulkhead fitting of the rear engine mount, which could result in fracture of the lugs and separation of the engine from the airplane. This action is intended to address the identified unsafe condition.
64-13-01: 64-13-01 de HAVILLAND: Amdt. 739, Part 507, Federal Register May 27, 1964. Applies to All Model 104 "Dove" Aircraft. Compliance required as indicated. To prevent overheating of the electric cables in the cockpit and fuselage nose areas caused by a high resistance ground at the main ground post, accomplish either (a) or (b) as follows: (a) If the main ground (earth) has not been removed and inspected within 12 months prior to January 8, 1964, accomplish the provisions of paragraph (c) within the next 200 hours' time in service after the effective date of this AD unless already accomplished. (b) If the main ground (earth) has been removed and inspected within the 12 months prior to January 8, 1964, accomplish the provisions of paragraph (c) within the next 300 hours' time in service after the effective date of this AD unless already accomplished. (c) Dismantle, clean, inspect, and reassemble the main ground (earth) assembly in the forward fuselage in accordance with the method described in Hawker Siddeley Aviation, de Havilland Division, T.N.S. CT (104) No. 186, or an equivalent method approved by the Chief, Aircraft Certification Division, Europe, Africa, and Middle East. This directive effective June 26, 1964.
2001-15-08: This amendment supersedes an existing airworthiness directive (AD), applicable to all Boeing Model 767 series airplanes, that currently requires revising the Airplane Flight Manual (AFM) to include procedures that will ensure that the center tank fuel pumps are not operated with less than 1,000 pounds of fuel in the center tank. This amendment requires a further revision of the AFM to specify conditions for minimum fuel weight requirements and procedures for ground transfer of fuel for certain airplanes, repetitive inspections to detect discrepancies of the center tank override or override/jettison fuel pump, as applicable, and replacement of any discrepant pump with a new or serviceable pump. This amendment also requires that any override or override/jettison fuel pump without a diffuser be restored to a configuration that incorporates a diffuser. Additionally, this amendment requires installation of a new configuration center tank override or override/jettison fuel pump witha cast-in diffuser, which terminates the AFM revisions and repetitive inspections. The actions specified by this AD are intended to prevent ignition of fuel vapors due to the generation of sparks, to prevent a potential ignition source inside the fuel tank caused by steel-to-steel contact during dry fuel pump operation, and to ensure satisfactory fuel pump and fuel system operation.
64-09-05: 64-09-05 PIPER: Amdt. 721 Part 507 Federal Register April 25, 1964. Applies to Model PA-30 Aircraft Serial Numbers 30-1 to 30-321 Inclusive. Compliance required as indicated. (a) Within the next 10 hours' time in service after the effective date of this AD, and within every 10 hours' time in service thereafter until a new alternate air door is installed per (b): (1) Inspect each engine induction system air takeoff assembly, P/N 23810- 00, for signs of hinge wear at the alternate air door P/N 23809-00. (2) Replace worn or loose alternate air doors before further flight. (b) Within the next 50 hours' time in service after the effective date of this AD, unless already accomplished, replace the P/N 23809-00 alternate air door with a new door P/N 23809-07 in accordance with Piper Kit Instructions 756794. After the new part is installed, the repetitive inspections in paragraph (a) are no longer required. (Piper Service Bulletin No. 220 covers this samesubject.) This directive effective April 29, 1964.
2005-12-08: The FAA is adopting a new airworthiness directive (AD) for Turbomeca S.A. Arrius 2 B1, 2 B1A, 2 B1A-1, and 2 B2 turboshaft engines. This AD requires replacing the software in the Engine Electronic Control Unit (EECU). This AD results from a report of simultaneous loss of automatic control of both engines of a Eurocopter Deutschland EC 135 helicopter, during flight. We are issuing this AD to prevent simultaneous loss of automatic control of both engines and subsequent loss of control of the helicopter.
2016-04-13: We are superseding airworthiness directive (AD) 2015-04-03 that applies to certain Rolls-Royce plc (RR) RB211 Trent 768-60, 772- 60, and 772B-60 turbofan engines. AD 2015-04-03 required inspection of the sealing sleeve on the high-pressure/intermediate-pressure (HP/IP) turbine support internal oil feed tube and removal of those sealing sleeves affected by AD 2015-04-03. This AD requires removal of either the affected sealing sleeve only or both the affected sealing sleeve and the oil feed tube. This AD was prompted by fractures of the HP/IP turbine support internal oil feed tube. We are issuing this AD to prevent failure of the HP/IP turbine support internal oil feed tube, uncontained engine failure, and damage to the airplane.
2010-21-06: 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: Within the framework of the A300-600 aircraft Service Life Extension programme (42,500 FC [flight cycles]), it has been concluded that a reinforcement of the junction of frame bases at FR48, FR49 and FR51 to FR53 is necessary to enable the aircraft to reach the Extended Service Goal (ESG). * * * [Failure of the frame base], if not corrected, could affect the structural integrity of the fuselage. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
2016-05-04: We are adopting a new airworthiness directive (AD) for certain Dowty Propellers R352/6-123-F/1, R352/6-123-F/2, and R410/6-123-F/35 model propellers. This AD was prompted by reports of dowel hole cracks in the face of the rear hub half. This AD requires installing dowel hole liners as necessary. We are issuing this AD to prevent loss of structural integrity of the propeller hub, which could result in damage to the propeller and damage to the airplane.
2001-23-12: This amendment adopts a new airworthiness directive (AD), applicable to certain Saab Model SAAB SF340A and SAAB 340B series airplanes, that requires a one-time review of records to determine whether an airplane has been repainted since its delivery from the factory; and a one-time inspection to detect damage associated with improper preparation for the repainting, and corrective action if necessary. This amendment is prompted by mandatory continuing airworthiness information from a foreign civil airworthiness authority. The actions specified by this AD are intended to detect and correct damage to the aluminum skin of the airplane, which could result in a weakening of the structure of the airplane.
2016-05-11: We are adopting a new airworthiness directive (AD) for Sikorsky Aircraft Corporation (Sikorsky) Model S-92A helicopters. This AD requires certain inspections of the main rotor and tail rotor control pushrods (pushrods). This AD is prompted by a Sikorsky investigation that indicated that some pushrods may have incorrectly installed locking mechanisms. These AD actions are intended to detect an incorrectly installed locking mechanism, which if not corrected, could result in a loose jam nut, failure of the pushrod, loss of main rotor or tail rotor flight control, and consequent loss of helicopter control.
2015-12-12: We are adopting a new airworthiness directive (AD) for all Fokker Services B.V. Model F.28 Mark 0070 and 0100 airplanes. This AD was prompted by a report of two cases of heavy (hard to move) aileron control caused by aileron cables stuck in a clump of ice in the wheel bay. This AD requires installing drain tubes on the center wing rear spar. We are issuing this AD to prevent accumulated water near or on the aileron control cables, which could freeze and result in reduced control of the airplane.
2005-12-13: The FAA is adopting a new airworthiness directive (AD) to supersede AD 2005-05-52 (70 FR 13362, March 21, 2005), which applies to all Cessna Aircraft Company (Cessna) Models 402C and 414A airplanes. AD 2005-05-52 currently requires you to eddy current inspect the forward wing spars and visually inspect the aft and auxiliary spars. This AD is the result of fatigue and crack growth analyses of the wings of these airplanes, recent cracks found on Model 402C airplanes, and the FAA's determination that repetitive inspections and a wing spar modification are necessary to address the unsafe condition. Consequently, this AD would require repetitive eddy current inspections, visual inspections, and a spar strap modification on each wing. You must retain the actions of AD 2005-05-52 until you do the modifications of this AD. The actions specified by this AD are intended to prevent wing spar cap failure caused by undetected fatigue cracks. Such failure could result in loss of a wing withconsequent loss of airplane control. FAA is also issuing AD 2005-12-12 to require the spar strap modification and long-term inspections on Models 401, 401A, 402, 402A, 402B, 411, and 411A airplanes.
53-15-03: 53-15-03 HARTZELL: Applies to All Model HC-82XF-1 Controllable Pitch Propellers Installed on Cessna 180 Aircraft. Compliance required as indicated. A number of recent in service failures of the pitch change link screws (P/N A-98) on Hartzell HC-32XF-1 propellers have resulted in exposing the occupants to hazardous situations. All such propeller failures have resulted in forced landings, some of which caused major damage to the aircraft. Due to the serious nature of these failures, the following inspections and replacements are necessary: I. Inspection. A. Prior to August 1, 1953, visually inspect all link screws to determine: (1) If any are broken. (2) If any are cracked or bent. (3) If any are not fully seated on the conical seat. B. If any are found broken, cracked, bent or not fully seated on the conical seat, prior to further flight replace with screws as noted in item II. C. If visual inspection proves satisfactory, the propellermay be flown subject to compliance with item II. II. Replacement. Compliance required prior to September 1, 1953. A. Replace all original A-98 link screws with improved A-98-B link screws in accordance with Hartzell Service Bulletin No. 24, dated May 28, 1953. B. Propeller with serial numbers not listed in Service Bulletin No. 24 may not have the improved screws. Owners of these propellers shall check with the propeller manufacturer for verification.