Results
80-18-11: 80-18-11 FAIRCHILD: Amendment 39-3904. Applies to all Model F27 and FH227 series airplanes certificated in all categories. Compliance required as indicated: To detect cracks in the front spar web, the upper and lower spar caps, skins, stringers and rib caps on the upper and lower surface of the left and right horizontal stabilizer, accomplish the following: (a) For F27A, F27F and F27G airplanes, within the next 50 hours in service after the effective date of this AD, unless accomplished within the last 250 hours in service, and at intervals not to exceed 300 hours in service from the last inspection, inspect the horizontal stabilizer for cracks in accordance with Fairchild Service Bulletin F27-55-6, Revision No. 1, dated March 24, 1980, or an approved equivalent. The 300 hour repetitive inspection may be increased to 1200 hours in service after incorporation of Fairchild Service Bulletin F27-55-7, dated July 20, 1965, or an approved equivalent. (b) For F27J and F27M airplanes, within the next 50 hours in service after the effective date of this AD, unless accomplished within the last 10 hours in service, and at intervals not to exceed 60 hours in service from the last inspection, inspect the horizontal stabilizer for cracks in accordance with the above Service Bulletin or an approved equivalent. The 60 hour repetitive inspection may be increased to 150 hours in service after incorporation of Fairchild Service Bulletin F27-55-7, dated July 20, 1965, or an approved equivalent. It may be increased to 350 hours in service after incorporation of Fairchild Service Bulletins F27-55-11, dated November 5, 1979, and F27-55-12, dated December 6, 1966, or an approved equivalent. (c) For FH227 type airplanes and for F27A, F27G, F27J, F27F, and F27M airplanes having the FH227 horizontal stabilizer installed, comply with Paragraph (d) within the next 150 hours in service after the effective date of this AD, unless accomplished within the last1050 hours in service, and at intervals not to exceed 1200 hours in service from the last inspection. (d) Inspect the horizontal stabilizer for cracks in accordance with the accomplishment instructions (except Note 1) of Fairchild Service Bulletin FH227-55-13, Revision No. 1, dated March 24, 1980, or an approved equivalent, using X-Ray or dye penetrant in conjunction with a glass of at least 10-power or an approved equivalent. (e) Repair cracked parts or replace them, before further flight, with an unused part of the same part number or an approved equivalent, except that the airplane may be flown in accordance with FAR 21.197 to a base where the repair can be performed. (f) Equivalent inspections, repairs or parts must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. (g) Upon submission of substantiating data by an owner or operator, through an FAA maintenance inspector, the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region, may adjust the compliance times specified in this AD. This AD supersedes AD's 66-27-05 and 66-28-03. This amendment is effective September 4, 1980.
2019-26-10: The FAA is adopting a new airworthiness directive (AD) for all Bombardier, Inc., Model CL-600-2C10 (Regional Jet Series 700, 701 & 702) airplanes; Model CL-600-2D15 (Regional Jet Series 705) airplanes; Model CL-600-2D24 (Regional Jet Series 900) airplanes; and Model CL- 600-2E25 (Regional Jet Series 1000) airplanes. This AD was prompted by a report of incorrectly installed flight compartment door edge protection plates on both sides of the upper decompression panel. This AD requires revising the existing maintenance or inspection program, as applicable, to incorporate a functional check of the flight compartment door decompression latches. The FAA is issuing this AD to address the unsafe condition on these products.
79-14-03: 79-14-03 LOCKHEED CALIFORNIA: Amendment 39-3511. Applies to Lockheed L-1011-385-1 series airplanes certificated in all categories. Compliance required within the next 350 hours time in service, unless already accomplished. To prevent uncontrolled pressure buildup in the hydraulic system return lines and to maintain full flight control capability, accomplish the following: (a) Remove the hydraulic system return filter module inlet shutoff valve assemblies from the hydraulic system return filter modules per Lockheed Service Bulletin 093-29-069, dated June 27, 1979. (b) Equivalent modifications may be approved by the Chief, Aircraft Engineering Division, FAA Western Region. (c) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a base to perform the required modifications. This amendment becomes effective July 16, 1978.
2020-01-16: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A330-200 Freighter series airplanes, Model A330-200 series airplanes, Model A330-300 series airplanes, Model A340-200 series airplanes, Model A340-300 series airplanes, Model A340-541 airplanes, and Model A340-642 airplanes. This AD was prompted by the absence of a requirement to remove certain Emergency Procedures in the existing Aircraft Flight Manual (AFM) after accomplishing a certain modification. This AD requires, for airplanes on which a certain modification is done, revising the AFM by removing certain Emergency Procedures in the AFM, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
63-01-01: 63-01-01 GRUMMAN: Amdt. 526 Part 507 Federal Register January 5, 1963. Applies to Model G-164 Aircraft Serial Numbers 101 Through 150 Inclusive. Compliance required within the next 50 hours' time in service after the effective date of the AD. As a result of an investigation of engine mount washers (P/N S-136-1-D), which had failed, installed on Model G-164 aircraft, Serial Numbers 101 through 150 inclusive, it has been established that the engine mount washers presently installed on these aircraft do not conform to the approved Grumman specifications. To preclude the possibility of an engine loss due to these washers, accomplish either (a) or (b): (a) (1) Replace the presently installed engine mount washers, P/N S-136-1-D with washers (16 required) furnished by Grumman, that meet the detail drawing P/N S-136-1-D. (2) CAUTION: The replacement washers furnished by Grumman have the same part number as the washers presently installed on the aircraft. (Grumman Service Bulletin No. 21 covers this same subject.) (b) Replace the presently installed engine mount washers, P/N S-136-1-D with washers (16 required) made from 2017T-T4 aluminum alloy, QQ-A-351e or QQ-A-00225/5 anodized per Spec. MIL-A-8625A which have the following geometric dimensions: 0.125-inch + 0.010 thick x 1 3/4-inches + 1/64 outside diameter with a center drilled 25/64-inch + 0.008 or 0.001 diameter hole. This directive effective January 5, 1963.
62-09-04: 62-09-04 PRATT & WHITNEY: Amdt. 424 Part 507 Federal Register April 19, 1962. Applies to All JT3C- 7 and JT3C-12 Turbojet Engines. Compliance required as indicated. Because of fatigue cracking which has occurred in the dovetail attachment of P/N 359403 third stage compressor rotor blades the following is required: (a) For blades previously inspected by the procedure described in paragraph (c), reinspect in accordance with paragraph (c) as follows: (1) Inspect blades which have accumulated 300 hours or less time in service since the last inspection, prior to the accumulation of 350 hours' time in service and thereafter within each 350 hours' time in service. (2) Inspect blades which have accumulated more than 300 hours' time in service since the last inspection, within the next 50-hours' time in service and thereafter within each 350 hours' time in service. (b) For blades not previously inspected by the procedure described in paragraph (c), inspect in accordance with paragraph (c) as follows: (1) Inspect blades with 700 or more total hours' time in service within the next 50 hours' time in service and every 350 hours' time in service thereafter. (2) Inspect blades with less than 700 total hours' time in service prior to the accumulation of 750 hours' time in service and every 350 hours' time in service thereafter. (c) Incorporate an inspection hole and plug in the compressor case and third stage stator shroud in accordance with Pratt & Whitney Aircraft (R.G.B.) letter dated February 24, 1962, and its attached sketch to all JT3C-7 and JT3C-12 operators. Using an American Cystoscope Makers, Inc. Model B35A-12 or equivalent viewing instrument inserted through this hole, inspect each third stage blade dovetail attachment for possible cracking in both flanks, rear radius, and rear face. If any crack indications are found, remove the engine prior to further flight and disassemble for confirmation of the indications. Replace any cracked blades. (d) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Eastern Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for such operator. (Pratt & Whitney Aircraft (R.G.B.) letter dated February 24, 1962, and attached sketch, to all JT3C-7 and JT3C-12 operators, and P&WA telegraphic message dated February 28, 1962, to all JT3C-7 and JT3C-12 operators, covers the same subject.) This directive effective April 19, 1962.
2020-01-13: The FAA is superseding Airworthiness Directive (AD) 2018-19- 26, which applied to all Dassault Aviation Model MYSTERE-FALCON 200 airplanes. AD 2018-19-26 required revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive maintenance requirements and airworthiness limitations. This AD continues to require revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations. This AD was prompted by a determination that new or more restrictive airworthiness limitations are necessary. The FAA is issuing this AD to address the unsafe condition on these products.
62-10-02: 62-10-02 CURTISS-WRIGHT: Amdt. 427 Part 507 Federal Register April 20, 1962. Applies to all C-46 Series aircraft except the following: Aircraft listed on Aircraft Specification 2A5, C-46R aircraft listed on Aircraft Specification 3A2, Aircraft certificated under STC SA4- 33, Aircraft certificated under STC SA2-422, and any other aircraft meeting all of the fire protection requirements of SR-406C. Compliance required within the next 500 hours of time in service after May 22, 1962. To correct the fire protection deficiencies on the C-46 Series aircraft, the following is required: (a) To prevent fire originating in the engine sections from burning into the wheel well area, accomplish the following or FAA approved equivalent unless already accomplished: (1) Cover the landing gear doors with an 0.015 stainless steel sheet from the forward edge of the doors aft to approximately Station 145 (approximately 55 inches). (2) Cover the fixed portion of the lowerwheel well skin fore and aft between the firewall and the forward edge of the landing gear doors, peripherally between the wheel well door hinge lines, with an 0.015 stainless steel sheet. (3) Cover the sides of the nacelle in the area of the exhaust impingement with an 0.015 stainless steel rectangular sheet approximately 20 inches by 40 inches with the lower, long side boundary along the landing gear door hinge line and the forward, short side even with the forward edge of the existing nacelle skin at the firewall. Attach all of the above steel sheets with monel or steel fasteners. (b) In order to generally improve the powerplant fire protection in C-46 Series aircraft, accomplish the following or FAA approved equivalent unless already accomplished. (1) SHUT-OFF VALVES. Install fluid shut-off valves which may be opened and closed in flight aft of the firewall in all fuel, oil, and hydraulic lines. USAF Technical Order 01-25LA-190 covers this same subject. Ifpropeller or carburetor anti-icing systems are employed and use alcohol or other flammable fluids as the anti-icing medium, the systems described in USAF T.O. AN 01-25LA-2, pages 458-464, are satisfactory except that shut-off valves or a selector valve which can be opened and closed in flight must be provided aft of the firewall to shut off the flow to either engine. The system shall be such as to shut off the pump automatically, or otherwise guard against hazardous pressures, when the flow to both nacelles is stopped. (No shut-off valve will be required for the feathering pump oil lines - see (b)(3)). (2) ENGINE FIREWALLS. Engine firewalls must be rendered fireproof by adequately sealing all openings such as the filtered air duct opening, the oil cooler control rod and filtered air control rod openings, other power plant control openings, holes through the firewall for electric conduits, and any other firewall openings. All attachments through the firewall utilized in renderingthe firewall fireproof shall be monel or steel attachments. (3) PROPELLER FEATHERING PUMP INSTALLATION. The portion of the propeller feathering oil line forward of the firewall between the firewall and the pump shall be of steel or other fireproof material. The line between the pump and governor shall be of fire resistant material with coupled hose assemblies, meeting the requirements of TSO-C42, used in any flexible connections. Electrical conduit for the pump motor and other electrical components forward of the firewall which are essential for propeller feathering shall be fire resistant or protected in a manner to render them fire resistant. Wire conforming to MIL-C-25038 is considered fire resistant. The feathering pump can be considered an adequate means of shutting off the flow of oil in the feathering line. (4) FIRE DETECTORS. The Fenwal continuous type fire detectors (non-repeatable, fusible-alloy, obsoleted in 1950), which were originally provided, must be removed and replaced with unit or continuous type fire detectors conforming with FAA Technical Standard Order, TSO-C11 or FAA approved equivalent. Such detectors shall also meet the requirements specified in subparagraphs (i) through (vi). If unit type detectors are used, they shall be spaced as specified in subparagraphs (i) and (ii) and continuous type detectors, if used, shall be so installed as to provide the same coverage. (i) Engine nacelles: Fire detectors, spaced not over 7 inches apart, shall be installed on the lower half of the forward side of the firewall at its outer periphery, and along the horizontal diameter. Also, fire detectors shall be located so as to be in the air egress pattern for any other openings in the engine or accessory cowling. (ii) Engine mount ring and oil cooler supports: Additional fire detectors, spaced not over 18 inches apart, shall be provided for the upper two-thirds of the engine mount ring. Also, a fire detector shall be installedon each oil cooler support approximately 2 or 3 inches above the oil cooler. (iii) Warning light covers: Fire-warning-light covers or shutters, which are capable of dimming or shutting off the light entirely, must be removed. (iv) Means shall be provided to permit the crew to check in flight the functioning of the electric circuit associated with the fire detection and fire warning systems. (v) Wiring and other components of the fire detection system which are located in the engine and accessory sections shall be of fire resistant construction. (See (b)(2) for firewall attachments.) (vi) Aural fire warning means, along with fire warning lights, shall be installed to indicate the presence of fire in either engine nacelle. (5) ENGINE COMPARTMENT LINES. The following lines carrying inflammable fluids or vapors in the engine compartment shall be fire resistant, and items (a) through (g), inclusive, shall also have fireproof firewall fittings. Flexible connections in lines attached to the engine or subject to relative motion or pressure shall employ fire resistant coupled hose assemblies: (a) carburetors bled back lines, (b) cabin heater fuel lines, (c) oil dilution lines, (d) fuel pressure transmitter lines, (e) oil pressure transmitter lines, (f) manifold pressure lines, (g) all other hydraulic oil lines, (h) all engine fuel lines, (i) engine primer lines, (j) engine breather lines, (k) engine supercharger drain lines, (l) oil separator return lines, (m) vacuum system pressure lines, (n) all main oil lines, (o) engine oil cooler lines, (p) hydraulic pump drain lines, (q) exhaust collector drain lines, (r) oil tank vent lines, (s) fuel pump drain lines. Flexible hose assemblies for those lines noted above shall conform to TSO-C53 Type "C". Metal tubing, hose, and clamp type plumbing utilized in those lines noted above shall consist of steel tubing and fire resistant hose. Aeroquip 624 fire sleeve, or equivalent, may be utilized to render nonfire resistant hose (for the hose, steel tube, and clamp type plumbing) fire resistant. Aluminum firewall fittings, sizes 1-inch and larger, will be acceptable as fireproof fittings. (6) AIRPLANE FLIGHT MANUAL. Appropriate changes to the airplane flight manual shall be prepared to cover emergency procedures associated with the above changes. (c) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Southern Region, may adjust the compliance times specified in this AD if the request contains substantiating data to justify the increase for such operator. This directive effective May 22, 1962. Revised June 30, 1962. Revised August 7, 1962.
63-21-01: 63-21-01 GENERAL DYNAMICS: Amdt. 623 Part 507 Federal Register September 26, 1963. Applies to All Model 30 Aircraft. Compliance required within 500 hours' time in service after the effective date of this AD, unless already accomplished. To prevent a ground fault in the landing gear ground safety switch which causes the loss of braking without a warning indication, modify the aircraft landing gear anti-skid wiring system as follows in accordance with Convair Service Bulletin No. 32-37A revised February 26, 1963, or an FAA Western Region Engineering approved equivalent: (a) Add a test switch, relay socket, relay and harnesses; (b) replace the antiskid and light plastic panel, circuit board and plate; and (c) reroute the wiring. (Convair Service Bulletin No. 32-37A pertains to this same modification.) This directive effective October 28, 1963.
2019-22-07: The FAA is adopting a new airworthiness directive (AD) for all Bombardier, Inc., Model CL-600-2B19 (Regional Jet Series 100 & 440) airplanes, Model CL-600-2C10 (Regional Jet Series 700, 701 & 702) airplanes, Model CL-600-2D15 (Regional Jet Series 705) airplanes, Model CL-600-2D24 (Regional Jet Series 900) airplanes, and Model CL-600-2E25 (Regional Jet Series 1000) airplanes. This AD was prompted by a report that during Automatic Flight Control System (AFCS) ALTS CAP or (V) ALTS CAP mode, the flight guidance/autopilot does not account for engine failure while capturing an altitude. This AD requires revising the existing airplane flight manual (AFM) to include a limitation and an abnormal operating procedure for the AFCS. The FAA is issuing this AD to address the unsafe condition on these products.