Results
57-14-02: 57-14-02 DAVIS AIRCRAFT PRODUCTS (Safety Belts): Applies to Model FDC-1650 Belts, P/N FDC-1650, FDC-1650-27, FDC-1650-27M1. \n\n\tCompliance required as soon as possible but not later than August 15, 1957. \n\n\tSome of the release fittings of the subject belt assemblies are so constructed as to require one particular side of the fitting UP when being inserted in the buckle. \n\n\tIt is possible to improperly fasten the belts effected so that the buckle may become unfastened under load. The unsatisfactory release fittings have a tab bent up to an angle of approximately 11 degrees with the plane of the fitting (See Figure 1). \n\n\tTo provide for securely assembling the buckle with the release fitting in either position, the tab area indicated in the sketch must be removed or bent flush with the plane of the adjoining metal. \n\n\tThis rework applies only to the release fitting shown in the sketch. Other portions of the buckle assembly than that shown should not be modified. This condition has been corrected on all assemblies of current manufacture.
2006-18-15: The FAA is adopting a new airworthiness directive (AD) for Hartzell Propeller Inc. ( )HC-( )2Y( )-( ) series propellers with non- suffix serial number (SN) propeller hubs installed on Lycoming O-, IO-, LO-, and AEIO-360 series reciprocating engines. This AD requires initial and repetitive eddy current inspections (ECI) of the front cylinder half of the propeller hub for cracks and removing cracked hubs from service before further flight. In addition, this AD allows installation of an improved design propeller hub (suffix SN "A" or "B") as terminating action to the repetitive ECI. This AD results from a report of a propeller blade separating from a propeller hub. We are issuing this AD to prevent failure of the propeller hub causing blade separation and subsequent loss of airplane control.
2006-18-14: The FAA is superseding an airworthiness directive (AD) for Rolls-Royce Deutschland Ltd & Co KG (RRD) Tay 650-15 and Tay 651-54 turbofan engines. That AD currently establishes cyclic life limits for certain part number (P/N) stage 1 high pressure turbine (HPT) discs and stage 1 low pressure turbine (LPT) discs operating under certain flight plan profiles. This AD requires calculating and re-establishing the achieved cyclic life of stage 1 HPT discs, P/N JR32013 or P/N JR33838, and stage 1 LPT discs, P/N JR32318A, that have been exposed to different flight plan profiles. This AD also requires removing from service those stage 1 HPT discs and stage 1 LPT discs operated under Tay 650-15 engine flight plan profiles A, B, C, and D, and operated under Tay 651-54 engine datum flight profile, at reduced cyclic life limits, using a drawdown schedule. This AD results from RRD updating their low-cycle-fatigue analysis for stage 1 HPT discs and stage 1 LPT discs and reducing their cyclic life limits. We are issuing this AD to prevent cracks leading to turbine disc failure, which could result in an uncontained engine failure and damage to the airplane.
70-15-08: 70-15-08 HAWKER SIDDELEY: Amdt. 39-1035. Applies to deHavilland Model DH.114 "Heron" airplanes. Within the next 25 hours' time in service after the effective date of this AD, unless already accomplished, accomplish the following: (a) Inspect the right wing and left wing flap datum hinge links for drilled holes around the circumference of the bearing housing recess. If one or more drilled holes or attempted drilled holes (for cotter pin installation) are found located outside the limits given in Hawker Siddeley Aviation, Ltd., Technical News Sheet Heron (114) Issue 1, dated June 15, 1970, or later ARB-approved issue or an FAA-approved equivalent, before further flight replace the flap datum hinge link with a serviceable link of either pre-modification 837 or post-modification 837 standards. The complete flap datum hinge assembly must conform to the modification standard of the flap datum hinge link installed. (b) Install special washers P/N 4WF 465 or an FAA-approved equivalent between the nut on the flap datum hinge bolt and the hinge lever assembly at both the right wing and left wing datum hinge locations. A special washer equivalent to P/N 4WF 465 may be manufactured from 0.028 inch, minimum thickness mild steel sheet material. The special washer must have an outside diameter of at least 0.87 inches, a hole diameter of 0.323 inches, and a flat cut across a sector of the outer circumference producing a straight edge located no closer than 0.35 inches from the center of the hole. (c) Inspect the flange of the ball race housing on both the right wing and left wing flap datum hinge assemblies to determine that it is secured to the wing flap datum hinge link with a 1/16 inch diameter cotter pin for pre-modification 837 flap datum hinge assemblies or a 1/8 inch diameter cotter pin for post-modification 837 datum hinge assemblies. This amendment is effective upon publication in the Federal Register as to all persons except those persons to whom it was made immediately effective by the telegram dated June 20, 1970, which contained the amendment.
2006-18-01: This amendment supersedes an existing airworthiness directive (AD) for MD Helicopters, Inc. (MDHI) Model MD900 helicopters, that currently requires reducing the life limit of certain Notar fan system tension-torsion (TT) straps. That existing AD also requires, at a specified time interval, removing each affected TT strap from the helicopter, doing a visual and X-ray inspection, and replacing any unairworthy part before further flight. This amendment requires the same actions as the existing AD, but also requires revising the life limit on the component history card or equivalent record and doing repetitive visual and X-ray inspections, and removes reporting requirements. This amendment is prompted by two in-flight TT strap failures. The actions specified by this AD are intended to prevent failure of a TT strap, loss of directional control, and subsequent loss of control of the helicopter.
59-04-01: 59-04-01 AERO COMMANDER: Applies to Models 500, 560, 560A, 560E, 680, 680E, and 720, Serial Numbers 151 Through 710 Inclusive. \n\n\tCompliance required as indicated. \n\n\tRivets have been inadvertently omitted, at the factory, from the rear spars of the vertical and horizontal stabilizers on some of the aircraft listed above. The rivets involved are the four web splice rivets on the vertical stabilizer rear spar approximately 4 1/2 inches below the center hinge bracket, and either one or two of the normal three web splice rivets on each horizontal stabilizer rear spar just inboard of the center hinge bracket as shown in Figures 1 and 2 respectively. (NOTE: Figure 2 shows four rivets in the reworked web splice. In the normal web splice, which does not require rework, there is one rivet on the centerline and one each through the top and bottom spar cap.) \n\n\tAn inspection should be made immediately to determine if any of the above rivets are missing. If any or all of these rivets are missing the following rework should be accomplished as soon as possible but not later than March 31, 1959. \n\n\t(1)\tVertical Stabilizer - Rear Spar - In the locations shown in Figure 1 drill four holes using a number 20 drill bit and install four cherry rivets, P/N CR163-5-4. \n\n\t(2)\tHorizontal Stabilizer - Rear Spar - In the locations shown in Figure 2 install two CR163-5-4 rivets on each stabilizer. In the event the spar web lap extends less than 1/2-inch inboard of the forward flange on the center hinge bracket (see Figure 2) the Service Department, Aero Design and Engineering Company, Bethany, Oklahoma, should be contacted for instructions for installation of a spar web doubler. \n\n\t(Aero Design and Engineering Company Service Bulletin No. 50, dated December 17, 1958, also covers this subject.) \n\nService Bulletin No. 50
65-21-01: 65-21-01 BENDIX: Amendment 39-901 as amended by Amendment 39-2077. Applies to Bendix Model Nos. 756-10C, -16A, -22C, -22E, -54C, -56C, -56E, -62C, -62D, -64C, -64D, -74B, -76A, and Garwin G-760. Starters Installed on Lycoming Engines only. Compliance required as indicated. To prevent starter jaw ratcheting, and assure positive starter jaw disengagement from the engine, thereby preventing jaw fracturing with associated possibility of engine failure, accomplish the following: (a) Modify engine installed starters having less than 900 hours' in service since new or since overhaul as of the effective date of this AD, in accordance with (c) or (d) prior to 1,000 hours' in service. (b) Modify engine installed starters having 900 hours' or more time in service since new or since overhaul as of the effective date of this AD, in accordance with (c) or (d) within the next 100 hours' in service after the effective date of the AD. (c) Unless previously accomplished,install Bendix Service Kit SK-159 per Bendix Service Bulletin Nos. 93a and 94 in those model starters listed above that have a torque rating over 250 lb./ft. The service kit incorporates modified components and rework procedure. (d) Unless previously modified with Service Kit SK-111, install Service Kit SK-159 per Bendix S/B 93a and 94 in those model starters that have a torque rating 250 lb./ft. or lower. Amendment 39-901 was effective January 6, 1970. This Amendment 39-2077 is effective January 28, 1975.
2006-17-06: The FAA is superseding an existing airworthiness directive (AD), which applies to certain Aerospatiale Model ATR42-500 and ATR72- 212A series airplanes, that requires repetitive inspections for cracking of the upper closing rib of the vertical fin, related investigative actions, and corrective actions if necessary. This new AD requires modifying the installation of the vertical leading edge fairing at the fin tip, which ends the repetitive inspections. This AD results from a report that rudder operation difficulties occurred on a Model ATR42-500 series airplane while the airplane was on the ground. We are issuing this AD to prevent interference between the upper closing rib and the rudder, which could result in a rudder jam and consequent reduced controllability of the airplane.
66-14-03: 66-14-03 LYCOMING: Amdt. 39-248, Part 39, Federal Register June 8, 1966. Applies to Model O-540- B2B5 Engines, Serial Numbers 101-40 through 8267-40, Installed in Piper PA-25 and Intermountain Manufacturing Company Airplanes, Except Engines Remanufactured at Lycoming after November 14, 1965. Compliance required as indicated, unless already accomplished. To prevent further failures of crankshaft idler shafts, accomplish the following: (a) For engines with less than 300 hours' time in service on the effective date of this AD since overhaul, comply with (d) before the accumulation of 400 hours' time in service since overhaul. (b) For engines with less than 300 hours' time in service on the effective date of this AD since new that have never been overhauled, comply with (d) before the accumulation of 400 hours' time in service since new. (c) For engines with 300 or more hours' time in service on the effective date of this AD since new or overhaul, comply with (d) within the next 100 hours' time in service. (d) Replace crankshaft idler shaft, P/N 70390, and accessory housing, P/N 71648, with crankshaft idler shaft, P/N 73014, and accessory housing, P/N 75367 or 71648-85. (Lycoming Service Bulletin No. 308 pertains to this subject.) This directive effective July 9, 1966.
47-10-33: 47-10-33 LOCKHEED: (Was Service Note 4 of AD-763-3.) Applies to Model 49. Difficulties have been experienced with cylinder heads turning or unscrewing slightly on certain Wright 739C18BA1 and 2 engines. This condition has occurred on older type cylinders having barrels designated as "light type" barrels. Later type cylinders have "heavy type" barrels on which this turning tendency has been eliminated. Heavy type cylinder barrels have a circumferential groove on the mounting flange to distinguish them from the light type barrels. Following procedure shall be established for inspection and replacement as necessary of light barrel cylinders: (a) Prior to certification or next 60 hours of operation: (1) Mark detonation pickup bosses on light barrel cylinders with yellow paint for ready identification. (2) Scribe front of these light barrel cylinders by marking heavy flange near bottom of cylinder head and continuing scribe line down seven barrel fins. Dark paint maybe used as background for scribe lines. Wright Aeronautical have provided a scribing tool which may be used for this purpose. The scribe line should be on front of cylinders where it can be easily seen with engines installed in airplanes. (b) After each succeeding 35 to 60 hours of operation: (1) Inspect scribe lines for signs of cylinder head turning. (2) Cylinder heads which have turned 1/32 inch or more since prior inspection should have valve clearances checked and reset to normal cold clearances if necessary, provided total head turning does not exceed 1/8 inch. (3) Cylinders on which heads have turned more than 1/8-inch total shall be replaced immediately with heavy barrel cylinders. (c) At first engine overhaul, light barrel cylinder Nos. 1, 11, 13, 15, and 17 shall be replaced with heavy barrel cylinders. Replaced cylinders may be used in other locations provided total amount of turning has not exceeded 1/8 inch.