Results
98-21-11: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Boeing Model 737-700 and -800 series airplanes. This action requires a one-time inspection to determine the serial numbers of the fire detector assemblies and elements for the auxiliary power unit (APU) and engines, and replacement of the assemblies or elements with new or serviceable parts, if necessary. This amendment is prompted by a report indicating that certain fire detector elements were not checked for leaks during manufacturing and, therefore, may not have the correct set points for the fire warning system. The actions specified in this AD are intended to prevent failure of the APU or engine fire detection systems to detect a fire in a timely manner, which could result in egress of an APU or engine compartment fire to other parts of the airplane.
98-20-39: This amendment adopts a new airworthiness directive (AD) that applies to certain Mitsubishi Heavy Industries, Ltd. (Mitsubishi) MU-2B series airplanes. This AD requires inspecting each forward attachment fitting bolt of the wing tip tanks for the correct bolt and replacing any incorrect bolt. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Japan. The actions specified by this AD are intended to prevent the wing tip tank from separating from the airplane because of an incorrect bolt corroding, which could result in loss of control of the airplane.
56-21-04: 56-21-04 RUSSELL: Applies to Safety Belts Equipped With Russell Manufacturing Co.'s 2 Inch Rusco Tog-L-Lok Safety Belt Buckle. Compliance required as soon as possible but not later than December 30, 1956. Recurring instances have been reported wherein Russell Model RM-3 and RM-4 belt assemblies have slipped and unlocked under relatively low tension loads. Accordingly, it has been determined that safety belt assemblies RM-3 and RM-4 manufactured between July 1, 1954, and August 1, 1956, as meeting Technical Standard Order C22b standards and equipped with Rusco Tog-L-Lok buckles, are unairworthy and must be reworked or replaced with belt assemblies that conform to TSO-C22b standards. Due to the need for precise jigs to accomplish the rework of these assemblies, reworking in the field is not feasible. However, the Russell Manufacturing Co. has submitted satisfactory substantiating data for reworking the unsatisfactory safety belt assemblies at the factory. In addition to the above difficulty, some of the faulty Tog-L-Lok buckles may have been sold as, or on, military surplus equipment and, therefore, there is some likelihood that other companies or individuals may have renovated or manufactured and sold safety belt assemblies which incorporate these faulty buckles. The characteristics of these buckles are such that if the assembly does not slip or unlock under a maximum tensile load of 100 pounds, the belt assembly is satisfactory. Accordingly, a maximum tensile load of 100 pounds need be applied to these belt assemblies to check their airworthiness. If the assembly does not slip or unlock under this load, the assembly may be considered satisfactory and rework or replacement is not necessary.
85-02-02: 85-02-02 AIRBUS INDUSTRIE: Amendment 39-4986. Applies to Model A300 B2 and B4 series airplanes, certificated in all categories. To detect failure of the ram air turbine, accomplish the following, unless previously accomplished: A. Prior to the later of the following: 1. 3,400 hours total time in service; 2. 24 months since installed, either new or overhauled; or 3. 120 days after the effective date of this AD; perform a functional test of the ram air turbine in accordance with the accomplishment instructions of Dowty Rotol Service Bulletins 29-101 dated January 4, 1979, and 29-72 dated April 12, 1976. Repeat the functional test at intervals not to exceed 600 hours time in service or 6 months, whichever occurs first. B. If, as a result of the functional test of paragraph A., above, it is found that the ram air turbine does not meet the specifications, the affected unit must be replaced with a serviceable unit before further flight. C. Termination ofthe requirements of this AD is accomplished by incorporation of the following two Dowty Rotol modifications: RM 401, described in Service Bulletin 29-104 dated January 24, 1979, and RM 370, described in Service Bulletin 29-76 dated November 18, 1976. D. Alternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. E. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections and/or modifications required by this AD. This amendment becomes effective March 1, 1985.
60-26-05: 60-26-05 LOCKHEED: Amdt. 236 Part 507 Federal Register December 22, 1960. Applies to All 188 Series Aircraft. Compliance required as indicated. (a) Within the next 150 hours' time in service commencing on November 22, 1960, unless already accomplished within the last 300 hours' time in service, inspect the elevator counterweight installation, Lockheed Drawing No. 829912, at airplane center line for evidence of free play as follows: with elevator blocked at extreme down position apply up and down force to balance weight Lockheed P/N 827020-1, and measure total movement of balance weight due to cumulative free play in joints of balance arm linkage. If movement of balance weight due to cumulative free play in system exceeds 1/8-inch inspect each joint in balance arm linkage and reduce the free play by bolt and/or part replacement at one or more of these joints so as to reduce total free play movement of the balance weight to 1/16-inch or less prior to further flight. This inspection must be repeated every 450 hours' time in service. When provisions of paragraph (c)(1) are accomplished, this special inspection may be discontinued. (b) Within the next 300 hours' time in service, unless already accomplished within the last 700 hours' time in service, and following any occurrence of inflight elevator or control column oscillations, inspect the elevator booster control valve viscous damper diaphragm, Lockheed P/N 813612-1 for evidence of rupture. See Lockheed Electra (Model 188) Overhaul Manual Section 27-1-10 Page 1 for information on evidence of rupture. If such evidence is found the airplane shall not be returned to service until the diaphragm is replaced with a new part, or compliance with paragraph (c)(2) has been accomplished. This inspection must be repeated at periods not to exceed 1,000 hours' time in service until the provisions of paragraph (c)(2) have been accomplished. (c) The following must be accomplished within the next 1,000 hours' time in service. (1) Install a spring-loaded cartridge, Lockheed P/N 840404-1, in the elevator counterweight linkage in the manner described by Lockheed Service Bulletin 88/SB-524. (2) Replace the elevator boost control valve viscous damper, Lockheed P/N 813608-3, with an orifice type damper, Lockheed P/N 492508-3, in accordance with Lockheed Service Bulletin No. 88/SB-524. (3) Rework the elevator booster assembly in accordance with Lockheed Service Bulletin No. 88/SB-524 to incorporate an orifice valve assembly, Lockheed P/N 804551-1, and modify the booster piston rod end installation to incorporate two retaining washers, Lockheed P/N 839756-1, in accordance with Lockheed Service Bulletin No. 88/SB-498. (FAA approved Lockheed Service Bulletins 88/SB-498 and 88/SB-524, Lockheed Electra operating information letter No. 13 dated November 1, 1960, Lockheed Alert Bulletin No. 524 dated December 1, 1960, cover portions of this subject.) This supersedes AD 60-24-02. Thisdirective effective December 22, 1960.
64-10-05: 64-10-05 PRATT & WHITNEY: Amdt. 724 Part 507 Federal Register May 5, 1964. Applies to All Models R-2800-21, -27, -31, -43, -51, -51M4, -59, -63, -71, -75, -75M2 and -79 Series Engines. Compliance required within 1,400 hours' time in service after the effective date of this AD. Because of instances of exhaust valve failures, replace the P/N 44764 exhaust valves with P/N's 50724 or 158175 exhaust valves. This directive effective June 5, 1964. Revised September 5, 1964.
2005-23-20: The FAA is adopting a new airworthiness directive (AD) for certain EMBRAER Model EMB-135 airplanes, and Model EMB-145, -145ER, - 145MR, -145LR, -145XR, -145MP, and -145EP airplanes. This AD requires modification of the upper frame of the firewall for the auxiliary power unit (APU). This AD results from the discovery of a hole in the upper frame of the firewall for the APU. We are issuing this AD to ensure that the APU compartment is isolated from the rest of the airplane in the event of an APU fire. If the APU compartment is not isolated, smoke could enter the passenger cabin in the event of an APU fire.
99-23-22: This amendment adopts a new airworthiness directive (AD) that is applicable to various transport category airplanes equipped with certain Mode "C" transponder(s) with single Gillham code altitude input. This action requires repetitive tests to detect discrepancies of the Mode "C" transponder(s), air data computer, and certain wiring connections; and corrective actions, if necessary. This amendment is prompted by reports that, during level flight, the Traffic Alert Collision Avoidance System (TCAS II) issued false advisories that directed the flightcrew to change course and either climb or descend. The actions specified in this AD are intended to prevent such false advisories due to inaccurate airplane altitude reporting, which could result in the flightcrew deviating the airplane from its assigned flight path and a possible mid-air collision.
87-02-01: 87-02-01 SCHWEIZER AIRCRAFT CORP.: Amendment 39-5512. Applies to all Schweizer gliders (including kit built), all serial numbers certificated in any category, and all models listed below: SGU 1-7 SGS 2-8 (TG-2) SGS 2-12 (TG-3) SGU 1-19 SGU 1-20 SGU 1-21 SGU 2-22, 2-22A, 2-22C, 2-22CK, 2-22E, 2-22EK SGS 1-23, 1-23B, 1-23C, 1-23D, 1-23E, 1-23F, 1-23G, 1-23H, 1-23H15 SGS 1-24 SGS 1-26, 1-26A, 1-26B, 1-26C, 1-26D, 1-26E SGS 2-32 SGS 2-33, 2-33A, 2-33AK SGS 1-34, 1-34R SGS 1-35C SGS 1-36 (Sprite) Compliance is required as indicated unless already accomplished. To prevent the possibility of the tow-hook inadvertently slipping out of the release-arm and releasing the tow-line, which could result in a forced landing, accomplish the following: (a) Within the next 5 tow release actuations after the effective date of this AD, perform the following: (1) Inspect the tow-release installation for proper part numbers, excessive wear, and possible rework or replacement of parts in accordance with Part 3A, 3B, and 3C in Schweizer Service Bulletin No. SA-001, dated October 3, 1986. (2) Perform the operational check in accordance with Figure 4 in Schweizer Service Bulletin No. SA-001, dated October 3, 1986. (b) Thereafter, at intervals not to exceed 100 hours time-in-service, accomplish the steps in Part 3B, and 3C, and Figure 4 in Schweizer Service Bulletin No. SA-001, dated October 3, 1986. Upon request, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, New York Aircraft Certification Office, Aircraft Certification Division, Federal Aviation Administration, New England Region, 181 South Franklin Avenue, Room 202, Valley Stream, New York 11581, Telephone (516) 791-6680. Upon submission of substantiating data by an owner or operator through an FAA maintenance inspector, the Manager, New York Aircraft Certification Office, may adjust the compliance time specified in this AD. Schweizer Service Bulletin No. SA-001, dated October 3, 1986, identified and described in this document, is 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 received this document from the manufacturer may obtain copies upon request to Schweizer Aircraft Corp, P.O. Box 147, Elmira, New York 14902, Telephone (607) 739-3821. This document also may be examined at the Office of the Regional Counsel, Federal Aviation Administration, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803, Rules Docket Number 86-ANE-46, Room 311, between the hours of 8:00 a.m. and 4:30 p.m. Monday through Friday, except Federal holidays. This amendment becomes effective on January 21, 1987.
89-07-12: 89-07-12 SIKORSKY AIRCRAFT: Amendment 39-6171. Applicability: Model S-76 series helicopters, certificated in any category, that are equipped with tail rotor horn, P/N 76101-05006. Compliance: Required as indicated, unless already accomplished. To prevent possible fatigue failure of the tail rotor component, which could result in a reduction of directional control and hazardous tail rotor vibration in the helicopter, accomplish the following: (a) Within the next 100 hours' time in service after the effective date of this AD or before the accumulation of 12,000 hours time in service, whichever occurs later, replace the tail rotor horn, P/N 76101-05006, with a serviceable tail rotor horn that has not exceeded 12,000 hours' time in service. Thereafter, replace the tail rotor horn P/N 76101-05006, with a serviceable tail rotor horn before the accumulation of 12,000 hours' time in service. (b) Operators who have not kept records of hours' time in service on individual tail rotor horn component parts must substitute the hours' time in service of the tail rotor blade bonded assembly, P/N 76101-05020 or P/N 76088-20077. (c) For purposes of complying with this AD, the hours' time in service for the individual tail rotor horn and blade components that were not installed at the time of issuance of the initial rotorcraft airworthiness certificate must be determined from rotorcraft records. (d) Upon request, an alternate means of compliance which provides a level of safety equivalent to the requirements of this AD may be used when approved by the Manager, Boston Aircraft Certification Office, Engine and Propeller Directorate, Aircraft Certification Service, 12 New England Executive Park, Burlington, Massachusetts 01803, telephone (617) 273-7118. (e) Upon submission of substantiating data by an owner or operator through an FAA Aviation Safety Inspector, the Manager, Boston Aircraft Certification Office, Engine and Propeller Directorate, Aircraft Certification Service, 12 New England Executive Park, Burlington, Massachusetts 01803, telephone (617) 273-7118, may adjust the compliance time specified in this AD. This amendment (39-6171, AD 89-07-12) becomes effective on April 27, 1989.