Results
98-05-13: This amendment adopts a new airworthiness directive (AD), applicable to all Airbus Model A310 and A300-600 series airplanes, that requires a one-time visual inspection to determine the accuracy of the outer placards of the static ports. This amendment also requires a one-time inspection to detect crossed connections of the air data static system and the static probe heating system, and correction of any discrepancies. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent erroneous display of altitude information to the flight crew, and consequent reduced operational safety during all phases of flight.
2006-13-11: We are adopting a new airworthiness directive (AD) that supersedes AD 2002-21-08, which applies to certain Pilatus Aircraft Ltd (Pilatus) Model PC-6 airplanes. AD 2002-21-08 currently requires you to inspect the aileron assembly for correct configuration and modify as necessary. Since we issued AD 2002-21-08, the FAA determined the action should also apply to all the models of the PC-6 airplanes listed in the type certificate data sheet of Type Certificate (TC) No. 7A15 that were produced in the United States through a licensing agreement between Pilatus and Fairchild Republic Company (also identified as Fairchild Industries, Fairchild Heli Porter, or Fairchild-Hiller Corporation). In addition, the intent of the applicability of AD 2002-21-08 was to apply to all the affected serial numbers of the airplane models listed in TC No. 7A15. This AD retains all the actions of AD 2002-21-08, adds those Fairchild Republic Company airplanes to the applicability of this AD, and lists theindividual specific airplane models. We are issuing this AD to correct improper aileron assembly configuration, which could result in failure of the aileron mass balance weight. Such failure could lead to loss of control of the airplane.
2006-10-21: The FAA is adopting a new airworthiness directive (AD) for certain Lycoming Engines (formerly Textron Lycoming) 360 and 540 series reciprocating engines with ECi connecting rods, part number (P/N) AEL11750, installed. The Airmotive Engineering Corp, Division of Engine Components Incorporated (ECi), holds the Parts Manufacturer Approval (PMA) for the affected parts, and markets the parts as ECi parts. This AD requires replacing certain lot and serial numbered connecting rods, P/N AEL11750, having forging part number AEL11488. This AD would also prohibit installing certain ECi connecting rods, P/N AEL11750, into any Lycoming 360 or 540 series reciprocating engines. This AD results from reports of connecting rods with excessive variation in circularity of the journal bores. We are issuing this AD to prevent fatigue failure of the connecting rod and a possible uncommanded shutdown of the engine.
48-04-02: 48-04-02 AERONCA: Applies to 7AC Serial Numbers 7AC-1 Through 7AC-7129; 11BC Serial Numbers 11BC-1 Through 11BC-173; and 11AC Serial Numbers 11AC-1 and Up. \n\n\tCompliance required by March 1, 1948. \n\n\tInspect the wing leading edge for buckled nose ribs or loose PK screws by pressing leading edge skin with hand to nose ribs. If the skin can be depressed beyond the normal wing contour, other than the extreme nose radius, indicated by section A-A in Figure 1, the fabric should be cut open on the bottom surface just forward of the front spar for thorough inspection. Item No. 1 below should be accomplished on all wings whether damage has occurred or not, whereas item No. 2 pertains only to damaged ribs found in the above inspection. Repair need not be made if buckling is confined to area forward of section A-A of Figure 1. \n\n\n\n\t1.\tTo help prevent further failures of the nose ribs five additional No. 4 x 1/4 PK screws or, as an alternate, Cherry CR163-4-2 rivets or equivalentare to be installed in all nose ribs. Four PK screws or rivets are to be installed on the top surface and one PK screw or rivet is to be installed in the bottom as shown in Figure 1. Apply dope liberally under the PK screw head before tightening. It is not necessary to remove the fabric to accomplish this modification. \n\n\t2.\tDamaged ribs should be cut away at the top and bottom of spar. The new nose ribs are installed by means of two gussets on the side of the ribs as shown in Figure 1. Factory kits, Aeronca P/N 5-185-2 and 5-190-2, are to be used. \n\n\t(Aeronca Helps and Hints No. 17 with three supplements thereto covers this same subject.)
2006-13-01: The FAA is superseding an existing airworthiness directive (AD), which applies to certain Boeing Model 727-200 series airplanes. That AD currently requires initial and repetitive inspections for cracks in the forward frame of the No. 3 cargo door cutout; and corrective actions, if necessary. The existing AD also provides for an optional structural modification, which terminates the repetitive inspections. This new AD reduces the compliance time for the initial inspections and adds an optional method of inspection for both the initial and repetitive inspections. This AD also adds initial and repetitive inspections of an additional area, and repair if necessary. Additionally, this AD clarifies that the previously optional structural modification is now required by other rulemaking. This AD results from additional reports of cracking in the forward frame of the No. 3 cargo door cutout. We are issuing this AD to detect and correct cracking of the forward frame and fuselage skin ofthe No. 3 cargo door cutout, which could result in failure of the frame and skin, and consequent rapid decompression of the airplane.
2006-09-03: The FAA is adopting a new airworthiness directive (AD) for all Boeing Model 727, 727C, 727-100, and 727-100C series airplanes. This AD requires repetitive inspections for cracks in the body skin and bear strap at the upper and lower hinge cutouts of the mid-cabin galley doorway, along the upper fastener row of the stringer 14R lap splice, and in the doorstop fitting adjacent to the upper hinge cutout; and corrective action if necessary. This AD also provides for optional terminating action for certain inspections. This AD results from reports of skin and bear strap cracking at the upper and lower hinge cutout and along the upper fastener row of the stringer 14R lap splice, and cracking in the doorstop fitting adjacent to the upper hinge cutout. There are also reports of cracking on airplanes previously modified in production to resist such cracking. We are issuing this AD to find and fix fatigue cracking of the fuselage, which could result in reduced structural integrity and consequent rapid decompression of the airplane.
69-26-02: 69-26-02 HAWKER SIDDELEY AVIATION, LIMITED: Amdt. 39-894. Applies to Heron Model D.H. 114 Airplanes. Compliance is required as indicated. To reduce the possibility of fatigue cracks developing in the engine mount pick-up wing straps located at the top outboard position of the left and right inboard engine-to-wing attachment structure, accomplish the following: (a) Within 50 hours' time in service after the effective date of this AD, unless already accomplished within the last 250 hours' time in service, remove the top cowling panel over the oil tank on the right and left inboard engine installations and visually inspect the upper outboard engine mounting pick-up wing straps for fatigue cracks using a dye penetrant method and in accordance with Hawker Siddeley Technical News Sheet, Series Heron 114, No. W.15, Issue 1, dated 27 October 1969, or an FAA-approved equivalent. (b) Within the next 300 hours' time in service after accomplishing the inspection required byparagraph (a), accomplish the following: (1) Remove and discard the two aft bolts and nuts which attach the upper outboard engine mount pick-up straps of the left and right inboard engine installation structure to the engine mounting pick-up fitting. (2) Accomplish the inspection required in paragraph (a). (3) Replace the bolts and nuts removed in accordance with subparagraph (1) with new bolts, P/N A.25/4E, and new nuts, P/N A.16Y/ET in accordance with Hawker Siddeley Technical News Sheet, Series Heron (114), No. W.15, Issue 1, dated 27 October 1969, or an FAA-approved equivalent. (c) Within the next 600 hours' time in service after compliance with paragraph (b) and thereafter at intervals not to exceed 600 hours' time in service since the last inspection, accomplish the inspection required by paragraph (a). (d) If cracks are found during any of the inspections required by paragraphs (a), (b), and (c) replace the cracked wing strap with a new strap in accordance with Hawker Siddeley Technical News Sheet, Series Heron (114), No. W.15, Issue 1, dated 27 October 1969, or an FAA-approved equivalent. This amendment becomes effective December 18, 1969.
2006-12-23: The FAA is superseding an existing airworthiness directive (AD) that applies to certain Boeing Model 737-100, -200, -200C, -300, - 400, and -500 series airplanes. The existing AD currently requires initial and repetitive inspections of the elevator tab assembly to find any damage or discrepancy; and corrective actions if necessary. This new AD adds certain new inspections and removes certain existing inspections. This AD results from additional reports of airframe vibrations of the elevator tab during flight on airplanes inspected per the existing AD; subsequently, considerable damage was done to the elevator tab, elevator, and horizontal stabilizer. In several incidents, a portion of the elevator tab separated from the airplane. We are issuing this AD to prevent excessive in-flight vibrations of the elevator tab, which could lead to loss of the elevator tab and consequent loss of controllability of the airplane. \n\nDATES: This AD becomes effective July 3, 2006. \n\n\tThe Director of the Federal Register approved the incorporation by reference of a certain publication listed in the AD as of July 3, 2006. \n\n\tOn February 19, 2002 (67 FR 1603, January 14, 2002), the Director of the Federal Register approved the incorporation by reference of Boeing Service Bulletin 737-55A1070, Revision 1, including appendices A, B, and C, dated May 10, 2001. \n\n\tWe must receive any comments on this AD by August 15, 2006.
73-20-04: 73-20-04 CESSNA: Amendment 39-1726. Applies to Model R172E (T-41B) Serial Numbers R172-0001 through R172-0256) airplanes. Compliance: Within 50 hours' time in service after the effective date of this AD, unless already accomplished. To prevent complete loss of engine power when using the fuel boost pump, accomplish the following: Modify the fuel boost pump electrical circuit by installing a new boost pump switch, electrical resistors, and placard in accordance with Cessna Service Letter No. SE73-24, dated August 24, 1973, and Service Kit SK172-43, or later FAA-approved revisions, or any equivalent method approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. This amendment becomes effective October 3, 1973.
73-20-02: 73-20-02 BOEING: Amendment 39-1722 as amended by Amendment 39-2763 is further amended by amendment 39-3393. Applies to all B-17F & G airplanes certificated in all categories. Compliance required within the next 25 hours' time-in-service or within 6 months after the effective date of this AD, unless already accomplished within the last 25 hours' time-in-service or 6 months, and thereafter at intervals not to exceed 50 hours' time-in-service or 12 months, whichever comes first, (from the last inspection). To detect cracking in the front spar lower cap center section, P/N 753424-2, accomplish the following: (a) Remove the most inboard bolt from the 8 bolt pattern attaching the front spar center section lower chord P/N 753424-2 to the terminal plates, P/N 56-3852-500 (aft) and 46-3852 (forward), left and right-hand sides. The bolt is approximately 8 inches inboard of the inboard jack pad. Using eddy current inspection procedures, or borescope methods in conjunction with dyepenetrants, inspect the front spar lower chord center section for cracks around the bolt hole in both the forward and aft wall of the tube. Particular attention should be given to the top and bottom portion of the tube. Removal of the bolt may necessitate installation of an access panel in the wing fillet fairing just forward of the front spar. The access panels may be installed using the procedures of FAA Advisory Circular 43.13-2. (b) If cracks are found, replace the spar cap with a serviceable part of the same part number, or repair in accordance with Army T.O. No. 01-20E-3 or other method approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. (c) After repairs per (b) have been accomplished, reinspect in accordance with (a) at intervals not to exceed 150 hours time-in-service or every 12 months, whichever comes first. (d) The bolt holes described in paragraph (a) above may be reamed .063 inch oversize for a close tolerance oversize bolt, provided no cracks are detected when the chords are inspected in accordance with paragraph (a) above using the eddy current inspection methods. Any holes reworked with the oversize bolts must be reinspected in accordance with (a) above within 1500 flight hours after such rework. Upon accumulation of 1500 flight hours on the reworked holes, the repeat inspection interval reverts to the interval specified in (c) above. (e) Any new replacement beam chords must be inspected within 2500 flight hours after installation and thereafter at intervals specified in paragraph (c) above. Amendment 39-1722 became effective upon publication in the Federal Register. Amendment 39-2763 became effective November 17, 1976. This amendment 39-3393 becomes effective January 26, 1979.