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2006-09-09: The FAA is adopting a new airworthiness directive (AD) for all Boeing Model 767 airplanes. This AD requires repetitive inspections for cracking in the skin, the bulkhead outer chord, and the strap of the bulkhead outer chord at station (STA) 1725.5; and repair if necessary. This AD also provides for repairs, which are optional for airplanes on which no cracking is found, that terminate certain inspections. This AD results from reports of cracking in the skin panel common to stringer 7R and aft of the STA 1725.5 butt splice, and in the strap of the bulkhead outer chord at STA 1725.5. We are issuing this AD to detect and correct cracking in the skin, the bulkhead outer chord, or the strap of the bulkhead outer chord in this area, which could progress into surrounding areas and result in reduced structural integrity of the support structure for the vertical or horizontal stabilizer and subsequent loss of control of the airplane.
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52-08-01: 52-08-01 LOCKHEED: Applies to Certificated Army and Navy Versions of the Model 18 Aircraft Designated C57, C57B, R50-1, R50-2, R50-3, R50-5, R50-6, C60, C60A and C59.
Compliance required at next annual inspection, but in no event later than June 1, 1953.
Inspect all Lockheed Model 18 Series aircraft which have been converted from a military version to civil status, for compliance with Lockheed Drawing No. 50829, change A, to provide seal at the inboard end of the integral fuel tanks (inside fuselage) to prevent gasoline fumes from accumulating in the passenger compartment in case of fuel tank leakage. Inspection of the area can be accomplished by removal of the overhead panels adjacent to the fuselage skin in the No. 3 and No. 4 baggage compartments or by removing floor panels in the cabin.
Diaphragms and vents must be installed in accordance with Lockheed Drawing No. 50829 (or equivalent).
(Drawing No. 50829, change A, covering the required installation may be obtained from Lockheed Aircraft Corp., Burbank, Calif.)
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47-06-09: 47-06-09 BEECH: (Was Mandatory Note 1 of AD-2-582-2 and Mandatory Note 4 of AD-757-2.) Applies to All AT-11 and C18S Airplanes Equipped With 33-Inch Tires.
Compliance required at next periodic inspection.
To prevent collapse of the landing gear due to cracking of the shock cylinder retracting leg attachment lugs or failure of the retracting legs the following items should be complied with:
(1) Check the rear leg and lug lengths to ascertain whether they have been previously modified. Rear legs (Beech P/N 18820) 22 7/8 inches between hole centers should be installed only with cylinders having original lugs (approximately 1 7/8 inches from centerline of holes to outside of cylinder wall). Rear legs 23 19/64 inches between hole centers should be installed only with cylinders having short modified lugs (approximately 7/8 inch from centerline of holes to outside of cylinder wall). Legs 23 19/64 inches long with a 1 3/4 inches diameter reinforcing tube welded to the original ends should be replaced with Beech P/N 804-188416.
(2) Inspect the shock cylinder lugs for cracks. If cracks are found in the lugs either the cylinder must be replaced or the cracks repaired. Contact FAA, Kansas City, MO., for repair methods.
(Beech Service Bulletin C18-6 covers this same subject.)
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52-28-02: 52-28-02 BELLANCA: Applies to Models 14-13, 14-13-2, 14-13-3 Aircraft, Serial Numbers Up to Number 1584.
Compliance required as soon as practicable, but not later than next engine overhaul after January 1, 1953.
In order to eliminate possible hazard due to excessive pressure from the engine-driven fuel pump, install a high-pressure relief valve between the fuel pump outlet and the inlet side of the hand wobble pump.
(Bellanca Service Bulletin No. 23 covers this same subject.)
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2003-12-09: This amendment adopts a new airworthiness directive (AD), applicable to certain BAE Systems (Operations) Limited Model BAe 146 series airplanes, that requires modification of the flight annunciator box. This action is necessary to prevent traffic collision avoidance system (TCAS) aural messages and resolution advisories of the TCAS from being inhibited following a ground proximity warning system alert or test message, which could prevent the TCAS from providing attention- getting alerts, and could result in the consequent possibility of a mid-air collision or near mid-air collision. This action is intended to address the identified unsafe condition.
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2003-12-08: This amendment adopts a new airworthiness directive (AD), that is applicable to General Electric Company (GE) CF6-80A1/A3 and CF6- 80C2A PMC series turbofan engines. This amendment requires performing either a directional pilot valve (DPV) pressure switch moisture purge procedure and an operational check of the fan reverser or replacing the DPV assembly with a serviceable assembly and performing an operational check of the fan reverser. Thereafter, this AD requires one of these actions on a repetitive basis. This amendment is prompted by a review of fan reverser safety analyses resulting from the discovery of an undetectable failure mode of the DPV pressure switch on certain GE CF6- 80C2A and CF6-80A1/A3 engine models. The actions specified by this AD are intended to prevent inadvertent fan reverser deployment, which, if it occurred in-flight, could result in loss of control of the airplane.
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2020-15-13: The FAA is superseding Airworthiness Directive (AD) 2017-02-07 for Airbus Helicopters Deutschland GmbH (Airbus Helicopters) Model MBB- BK 117 C-2 and Model MBB-BK 117 D-2 helicopters. AD 2017-02-07 required a repetitive inspection and a one-time torque of each hydraulic module plate assembly attachment point (attachment point). This new AD retains the initial inspection and torque requirements of AD 2017-02-07 and requires replacing the attachment point hardware. This AD was prompted by a terminating action has been developed to address the unsafe condition. The actions of this AD are intended to address an unsafe condition on these products.
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2008-22-20: 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:
During fatigue tests (EF3) on the A340-600, damages were found in longitudinal doubler at VTP [vertical tail plane] attachment cutout between Frame (FR) 80 and FR86. This damage occurred between 58341 and 72891 simulated Flight Cycles (FC).
Due to the higher Design Service Goal and different design (e.g., doubler thickness) [of the] A330-200/-300 and A340-300 aircraft series, the damage assessment concluded [there was] potential impact on [the airplanes specified in the] applicability.
* * * * *
The unsafe condition is crack propagation in the VTP attachment cutout, which could reduce airplane structural integrity in the tail section. We are issuing this AD to require actions to correct the unsafe condition on these products.
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99-23-25: This amendment adopts a new airworthiness directive (AD), applicable to certain Fokker Model F27 Mark 050 series airplanes. This action requires replacement of the lighting plates of the fuel control panel and the electrical power control panel with new, improved lighting plates. 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 internal short circuits in the fuel control and electrical power control panels, which could result in burning of the panels and consequent smoke in the flight deck area.
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95-21-18: This amendment adopts a new airworthiness directive (AD), applicable to certain Jetstream Model ATP airplanes, that requires an inspection to ensure that various components of the retraction actuator of the nose landing gear (NLG) are secure, and an inspection of the bearing cap mounting holes for correct hole and thread length. This AD also requires a later inspection for certain discrepancies of the retraction actuator; installation of revised tolerance bushings; and correction of any discrepancy found. This amendment is prompted by reports of failure of the attachment bolts of the bearing cap of the retraction actuator of the NLG. The actions specified by this AD are intended to prevent the inability to raise or lower the NLG, or possible collapse of the NLG, due to failure of the attachment bolts of the bearing cap.
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