Results
2002-26-02: This amendment adopts a new airworthiness directive (AD) that applies to all Univair Aircraft Corporation (Univair) Models Alon A-2 and A2-A; ERCO 415-C, 415-CD, 415-D, 415-E, and 415-G; Forney F-1 and F-1A, and Mooney M10 airplanes. This AD requires you to repetitively inspect the wing center section for evidence of corrosion through the installation of inspection openings, through the use of a specified scope and light source, or through the removal of the outer wing panels. This AD also requires you to repair or replace any parts where corrosion or corrosion damage is found, install cover plates if inspection openings were made, and send inspection results to Federal Aviation Administration (FAA). This AD is the result of several reports of corrosion being found throughout the wing center section structure. The actions specified by this AD are intended to detect and correct corrosion in the wing center section which could result in failure of the wing center section structure during flight. Such failure could lead to loss of control of the airplane.
85-20-01: 85-20-01 CESSNA: Amendment 39-5175. Applies to Model 172RG (Serial Numbers 172RG1135 thru 172RG1187) airplanes certificated in any category. Compliance: Required as indicated, unless already accomplished. To reduce the possibility of carbon monoxide contamination entering the cabin area, accomplish the following: (a) Prior to further flight: 1) Deactivate the cabin heat system by removing the cabin heat control cable from the control arm on the cabin heat valve located on the firewall at the right upper side of the engine compartment. Ensure that the valve spring mechanism is functioning and that the cabin heat valve is spring loaded to the closed position or safety wire the valve to the closed position. 2) Fabricate and install on the instrument panel visible to the pilot the following placard using letters of a minimum 0.10 inch in height: "DO NOT USE CABIN HEAT", and operate the airplane accordingly. (b) Within 25 hours time-in-service after the effective date of this AD, remove the muffler shroud and visually inspect the muffler core for damage as a result of drilling the holes through the end plate or improper length attachment screws and if damaged replace the muffler core prior to further flight. (c) The requirements of paragraph (a) of this AD are no longer required when paragraph (b) of this AD has been accomplished. (d) The airplane may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished, providing cabin heat is not used during the flight. (e) An equivalent method of compliance may be used when approved by the Manager, Wichita Aircraft Certification Office, Federal Aviation Administration, Central Region, 1801 Airport Road, Room 100, Mid-Continent Airport, Wichita, Kansas 67209. (f) Report, in writing, all defects found to the Manager, Wichita Aircraft Certification Office, FAA, 1801 Airport Road, Room 100, Mid-Continent Airport, Wichita, Kansas 67209, within 10 daysof the inspection required by paragraph (b) of this AD (Reporting approved by the Office of Management and Budget under OMB No. 2120-0056). This amendment became effective on December 5, 1985, to all persons except those to whom it has already been made effective by priority letter from the FAA dated September 27, 1985, and is identified as AD 85-20-01.
86-04-04: 86-04-04 FOKKER B.V.: Amendment 39-5228. Applies to Fokker Model F28 airplanes, serial numbers 11003 to 11171 inclusive, 11991 and 11992, certificated in any category, equipped with Walter Kidde fire extinguishers, P/N 8900317, 892480, or 893948. Unless already accomplished, as indicated with an "x" punch stamped or "SB26.20.240" ink-stamped on the cartridge holder, accomplish the following within 60 days after the effective date of this AD: A. To preclude the malfunctioning of these fire extinguishers, inspect the cartridge holders for proper internal dimension tolerances, and replace, if necessary, in accordance with Fokker Service Bulletin F28/26-12, dated September 28, 1981. B. Alternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. C. 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. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to the Manager, Maintenance and Engineering, Fokker B.V., Product Support, P.O. Box 7600, 11172J Schiphol Oost, The Netherlands, or Walter Kidde, S.E. Service Center, 3994 N.W. 27th Street, Miami, Florida 33142. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or 9010 East Marginal Way South, Seattle, Washington. This amendment becomes effective March 13, 1986.
2011-05-09: 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: An event has been reported where Glass Fibre Reinforced Plastic (GFRP) elevator tips have been found deformed on in-service aircraft. The outboard three inches of the elevator tip assembly profiles (top and bottom surfaces) had changed from being convex profiles to concave profiles. There is concern that this could potentially result in, or be caused by, internal structural delamination and/or failure. Such a failure could have a serious effect on the aircraft handling and could potentially result in loss of control of the aircraft. We are issuing this AD to require actions to correct the unsafe condition on these products.
2011-06-08: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated 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: There have been failures of the harness assembly (power feeder wires) connecting the Air-Driven Generator (ADG) to the aeroplane electrical system, in the area close to the ADG cannon plug. Several electrical wires were found cut as a combined result of corrosion and bending stress from the harness mounting to the ADG. The ADG electrical wires are insulated with a silver-plating for corrosion protection. It has been determined that the silver-plating of wire strands in the area of tight bend is highly susceptible to breakdown. The plating layer may crack as a result of mechanical stress, and consequently lead to the onset of corrosion on all, or a majority, of the wire strands. In the event of a damaged harness assembly, the ADG may not be able to provide emergency electrical power to the aeroplane. * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
51-23-03: 51-23-03 PIPER: Applies to Model PA-16 Aircraft, Serial Numbers 16-1 and Up; PA-20 Aircraft, Serial Numbers 20-1 Through 20-802; and PA-22 Aircraft, Serial Numbers 22-1 Through 22-348. Compliance required as soon as possible, but not later than October 15, 1951. Install insulators of sufficient area inside the battery box cover over the battery terminals to positively prevent a metallic contact between the wing nuts or terminals and cover. Hard fiber rubber or phenolic insulating materials 1/16-inch minimum thickness may be used. (Piper Service Bulletin No. 118 covers this same subject.)
2002-26-13: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas airplanes, that requires replacement of certain power relays, and subsequent repetitive cleaning, inspecting, repairing, and testing of certain replaced power relays. This amendment is prompted by reports indicating that the alternating current (AC) cross-tie relay shorted out internally, which caused severe smoke and burn damage to the relay, aircraft wiring, and adjacent panels. The actions specified by this AD are intended to prevent internal arcing of the left and right generator power relays, auxiliary power relays, and external power relays, and consequent smoke and/or fire in the cockpit and cabin.
96-11-17: This amendment adopts a new airworthiness directive (AD), applicable to certain Beech (Raytheon) Model BAe 125 series 1000A and Model Hawker 1000 airplanes, that requires a one-time inspection for adequate clearances between, and damage to, the flap cables and turnbuckles, airbrakes cables and turnbuckles, and all other flight control cables and turnbuckles at keel subframe 15A; and various follow-on actions, if necessary. This amendment is prompted by reports of chafing due to insufficient clearance between the flaps turnbuckle and the subframe, and between the airbrakes cable and the subframe. The actions specified by this AD are intended to prevent such chafing, which could result in damage to the flaps turnbuckle and the airbrakes cable, and subsequent fraying or seizing of the flight control cables. These conditions, if not corrected, could result in restriction or loss of the flight controls.
2011-05-14: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated 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: Two cases of the main landing gear (MLG) alternate extension system (AES) cam mechanism failure were found during line checks. The cam mechanism operates the cable to open the MLG door and releases the MLG uplock in sequence. In the case where it is necessary to deploy the MLG using the AES, the failure of the MLG AES cam mechanism on one side will lead to an unsafe asymmetrical landing configuration. * * * * * The unsafe condition is possible loss of control during landing. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
46-37-02: 46-37-02 PIPER: (Was Mandatory Note 13 of AD-691-2.) Applies to J3C-65, J3C-65S, Serial Numbers 14027 Through 17959, Inclusive. Compliance required immediately. Affected airplanes should be examined immediately to ascertain that the fuel strainer is properly installed. The strainer should be installed with the IN port adjacent to the firewall and the OUT port facing the carburetor. If the strainer is not installed as above, it should be reversed for proper fuel flow. (Piper Service Bulletin No. 91 covers this same subject.)