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.
2005-09-08: The FAA is superseding two existing airworthiness directives (ADs); both apply to the same certain McDonnell Douglas Model MD-90-30 airplanes. The superseded ADs currently require a one-time general visual inspection to detect wire chafing damage and to determine adequate clearance between the disconnect panel structure and the wires above the aft left lavatory; and corrective actions, if necessary. This new AD retains those requirements and clarifies certain requirements for recording AD compliance. This AD is prompted by the determination that the form of the existing ADs could result in confusion to operators in recording compliance with the potentially conflicting requirements. We are issuing this AD to prevent damage to certain wires due to contact between the wires and the adjacent structure, which could result in electrical arcing and consequent smoke and fire in the cabin. \n\nDATES: Effective May 20, 2005. \n\n\tThe incorporation by reference of Boeing Alert Service Bulletin MD90-24A074, excluding Appendix, Revision 02, dated June 3, 2003, as listed in the regulations, was approved previously by the Director of the Federal Register as of February 22, 2005 (70 FR 5920, February 4, 2005). \n\n\tWe must receive comments on this AD by July 5, 2005.
55-11-02: 55-11-02 PIPER: Applies to Model PA-23 Serial Numbers 23-1 to 23-142 Inclusive, 23- 144 to 23-162 Inclusive, 23-164 to 23-173 Inclusive, 23-175 to 23-177 Inclusive, 23-179 to 23- 183 Inclusive, and 23-186. Compliance required by August 1, 1955. In order to eliminate excessive pressures in the hydraulic system due to thermal expansion which can result in failure of the hydraulic actuating cylinders, it will be necessary to install thermal relief valves in the landing gear retraction line, landing gear extension line and the flap retraction line. These relief valves are to be installed in accordance with the sketch and instructions contained in Piper Thermal Relief Valve Kit 754 095. (Piper Service Bulletin No. 136 dated April 26, 1955, covers this same subject.)
74-15-07: 74-15-07 BELLANCA AIRCRAFT CORPORATION: Amendment 39-1901. Applies to Bellanca Models 8GCBC aircraft Serial Numbers 2-74 to an including 62-74. Before further flight, verify that the propeller is properly indexed to the crankshaft flange. This can be accomplished by removing the upper cowling and examining the aft face of the crankshaft flange to determine if the shoulders of all six bushings are seated upon the rear face of flange. If incorrectly indexed, two bushing shoulders will be approximately 1/16 inch off flange surface. If incorrect, propeller and spacer must be removed and all parts inspected for damage and replaced as necessary. If undamaged, replace spacer and propeller, assuring proper indexing to crank flange and torque six bolts to 660-780 inch pounds. This amendment is effective July 26, 1974, and was effective July 2, 1974, for all recipients of the telegram dated July 2, 1974, which contained this amendment.
2005-07-13: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 767-300 and -400ER series airplanes. This AD requires replacing the in-flight entertainment cooling card, located in the P50 card file in the main equipment center, with a new, improved cooling card. This AD is prompted by a report of an improperly designed component on the in-flight entertainment (IFE) cooling card, which may cause the IFE cooling system to incorrectly interpret signals from airplane system interfaces. We are issuing this AD to prevent failure of the IFE cooling card to configure itself correctly in response to input signals from airplane system interfaces during a forward cargo fire, which \ncould result in the IFE cooling fan causing smoke to penetrate occupied areas of the airplane.
2010-17-11: 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: Friction or contact between a propeller de-ice bus bar and the backplate assembly can cause failure of the bus bar and a consequent intermittent short circuit. Such a short circuit can cause a dual AC generator shutdown that, particularly in conjunction with an engine failure in icing conditions, could result in reduced controllability of the airplane. We are issuing this AD to prevent an in-flight double generator failure, which could result in reduced controllability of the airplane.
49-06-04: 49-06-04 BOEING: Applies to Model 377 Aircraft. The 11 convolution type altitude compensating bellows, Bendix P/N 390935, shall be replaced with new bellows after each 100 hours of operation until the 9 convolution type Bendix P/N 391003 is available and has been installed in the carburetor.
75-08-05: 75-08-05 ROCKWELL INTERNATIONAL CORP., GENERAL AVIATION DIVISION: Amendment 39-2158. Applies to Model 690A airplanes, Serial Numbers 11100 through 11196, 11198 through 11215, 11219 through 11227, and 11231 through 11233. Compliance required within the next 25 hours time in service after the effective date of this AD, unless already accomplished. To assure correct battery disconnect, accomplish the following: (a) Check operation of the battery select switch in accordance with Rockwell International, General Aviation Division, Service Bulletin No. 149, dated February 20, 1975, or later approved revision or in accordance with an equivalent operational check approved by the Chief, Engineering and Manufacturing Branch, Flight Standards Division, Southwest Region, Federal Aviation Administration. (b) If the check indicates incorrect connection, interchange Wires P42B22 and P53B22. This amendment becomes effective on April 5, 1975.
2015-11-01: We are adopting a new airworthiness directive (AD) for Slingsby Aviation Ltd. Models T67M260 and T67M260-T3A airplanes. This AD results from mandatory continuing airworthiness information (MCAI) issued by the aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as failure of a brake master cylinder pivot pin. We are issuing this AD to require actions to address the unsafe condition on these products.
2005-05-17: The FAA is adopting a new airworthiness directive (AD) for Boeing Model 737-300, -400, and -500 series airplanes modified in accordance with STC ST00127BO. This AD requires installation of bonding straps to the safe side harnesses of the digital transient suppression device of the fuel quantity indicating system. This AD is prompted by the results of fuel system reviews conducted by the STC holder. We are issuing this AD to prevent unsafe levels of current or energy from entering the fuel tank, due to hot short faults or threat conditions associated with the safe side harness assembly, which could result in a fire or explosion of the fuel tank.
2015-21-11: We are superseding Airworthiness Directive (AD) 2015-16-01 for certain The Boeing Company Model airplanes. AD 2015-16-01 required incorporating design changes to improve the reliability of the cabin altitude warning system by installing a redundant cabin altitude pressure switch, replacing the aural warning module (AWM) with a new or reworked AWM, and changing certain wire bundles or connecting certain previously capped and stowed wires as necessary. For certain airplanes, AD 2015-16-01 also required prior or concurrent incorporation of related design changes by modifying the instrument panels, installing light assemblies, modifying the wire bundles, and installing a new circuit breaker, as necessary. This AD retains all actions required by AD 2015-16-01. This AD was prompted by the discovery of a typographical error in AD 2015-16-01 that referred to a nonexistent paragraph. We are issuing this AD to prevent the loss of cabin altitude warning, which could delay flightcrew recognition of a lack of cabin pressurization, and could result in incapacitation of the flightcrew due to hypoxia (a lack of oxygen in the body), and consequent loss of control of the airplane.
75-18-03: 75-18-03 LOCKHEED: Amendment 39-2342 as amended by Amendment 39-2511 is further amended by Amendment 39-3157. Applies to all Model 382 series airplanes certificated in all categories. Compliance required within the next 50 hours time in service after the effective date of this Airworthiness Directive unless already accomplished, on airplane serial numbers 3946 and 4101 through 4298, with 6,300 hours or more total time in service, and serial numbers 4299 through 4541 with 9,450 hours or more total time in service on the effective date of Amendment 39-3157 and at intervals not to exceed 3,400 hours time in service from the last inspection until 20,000 hours (without ECP 954) or 24,000 hours (with ECP 954) at which time the interval is not to exceed l,700 hours from the last inspection. (A) To detect cracks in the outer wing lower forward spar caps at OWS 54 and 108, eddy current inspect in accordance with Hercules Airfreighter Inspection procedures SMP515-A Card No. SP-62, revised August 11, 1975. (B) If a crack or cracks are found, contact the Chief, Engineering and Manufacturing Branch, FAA, Southern Region, Atlanta, Georgia 30320, telephone number 404-526-7428. Before the accumulation of more than 30,000 flight hours, preventive modification shall be installed in accordance with Lockheed Service Bulletin 382-187, or later FAA-Approved revision, or in an equivalent manner approved by the Chief, Engineering and Manufacturing Branch, FAA, Southern Region. The inspections required by this AD may be discontinued for those airplanes modified in accordance with the above paragraph. Amendment 39-2342 became effective August 27, 1975. Amendment 39-2511 became effective February 13, 1976. This Amendment 39-3157 becomes effective March 20, 1978.
2005-09-03: The FAA is adopting a new airworthiness directive (AD) for certain Raytheon Model Hawker 800XP airplanes. This AD requires inspecting to detect damage of certain wiring in the flight compartment, performing corrective actions if necessary, modifying certain wiring connections, and revising the airplane flight manual. This AD is prompted by reports of miswiring in the power distribution system. We are issuing this AD to ensure that the flightcrew is aware of the source of battery power for certain equipment, and to prevent damage to wiring and surrounding equipment that could result in smoke or fire on the airplane.
2015-21-05: We are adopting a new airworthiness directive (AD) for all Fokker Services B.V. Model F.27 Mark 200, 300, 400, 500, 600, and 700 airplanes. This AD was prompted by a design review, which revealed that no controlled bonding provisions are present on a number of critical locations inside the fuel tank or connected to the fuel tank wall; and no anti-spray cover is installed on the fuel shut-off valve (FSOV) in both wings. This AD requires installing additional bonding provisions in the fuel tank, installing an anti-spray cover on the FSOV, and revising the airplane maintenance program by incorporating fuel airworthiness limitation items and critical design configuration control limitations. We are issuing this AD to prevent an ignition source in the fuel tank vapor space, which could result in a fuel tank explosion and consequent loss of the airplane.
2001-09-16: This amendment adopts a new airworthiness directive (AD) that applies to certain Eagle Aircraft Pty. Ltd. (Eagle) Model 150B airplanes. This AD requires you to inspect the rudder cables for fraying, broken strands, etc. (referred to as damage), and replace any damaged cables. This AD also requires you to replace the rudder cable pulleys with larger diameter pulleys to eliminate the possibility of further damage. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Australia. The actions specified by this AD are intended to detect and correct damaged rudder cables caused by chafing of the cable against the pulleys. Continued airplane operation with damaged cables could result in rudder cable system failure with possible loss of airplane control.
97-10-12: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model MD-11 series airplanes, that requires a one-time inspection to detect riding, chafing, or damage of the wire bundles adjacent to the disconnect panel bracket of the observer's station. This amendment also requires repair or replacement of damaged wires with new or serviceable wires; installation of anti-chafing sleeving on the wire bundles, if necessary; and installation of grommet along the entire upper aft edge of the disconnect panel bracket. This amendment is prompted by a report indicating that the circuit breakers tripped on a Model MD-11 series airplane due to inflight arcing behind the avionics circuit breaker panel as a result of chafing of the wire bundles adjacent to the disconnect panel bracket assembly. The actions specified by this AD are intended to detect and correct such chafing, which could result in a fire in the wire bundles and smoke in the cockpit.