Results
64-17-04: 64-17-04 CHAMPION: Amdt. 774 Part 507 Federal Register July 28, 1964. Applies to Model 402 Aircraft. Compliance required as indicated. There have been instances of cracking of exhaust stack extension at the clamp which attaches it to the main exhaust manifold. This allows hot exhaust gases to discharge into the engine compartment. There have also been failures of the exhaust stack extension rear support hanger. To correct this condition, accomplish the following: (a) Before each flight after the effective date of this AD, check by grasping and shaking for movement each exhaust stack extension to determine whether the exhaust stack extension connection to the manifold is loose or the rear support hanger has failed and make an appropriate entry in the aircraft record. The pilot may perform the check set forth in this paragraph. (b) Repair or replace loose or failed components before further flight. (c) Within 25 hours' time in service after the effective date of this AD, and within every 50 hours' time in service thereafter, accomplish the following: (1) Remove the attachment clamp which attaches the exhaust stack extension to the manifold on the right and left sides of both engines and visually inspect for cracks in the joining area of the exhaust stack extension and the exhaust manifold. Also visually inspect for elongated locating pin holes and for sheared or worn clamp positioning pins. (2) Check the edge distances of the clamp locating pin holes in the manifold. The minimum allowable edge distance is one-half inch. If the edge distance is less than one-half inch, reinstall the exhaust stack extension in accordance with the reinstallation instructions in Champion Service Letter No. 66. (3) Visually inspect stack extension rear support hanger for failure. (4) Replace or repair any failed or worn parts. (d) The repetitive inspections in paragraphs (a) and (c) may be discontinued when an improvedexhaust stack extension attachment clamp and flexible rear stack hangar have been installed on right and left sides of both engines in accordance with Champion Kit No. 224. (Champion Service Letter No. 66 and Champion Kit No. 224 cover this same subject.) This directive effective July 28, 1964. Revised October 15, 1964.
46-17-01: 46-17-01\tNORTH AMERICAN: (Was Mandatory Note 5 of AD-2-575-3.) Applies to Army BC-1A, AT-6, -6A, -6B, -6C; Navy SNJ-2, -3, -4 Aircraft. \n\n\tTo be accomplished prior to original certification or at first periodic inspection thereafter. \n\n\tInspect the universal joint pins in the flap control push-pull tubes, P/N 19-152642, connecting the outer and inner flap for broken pins. Replace all broken pins with new pins and install a close fitting rubber hose over each universal joint to hold in place any pins which may break in the future. \n\n\t(North American Service Bulletin dated March 6, 1947, covers this subject also.)
2018-11-15: We are adopting a new airworthiness directive (AD) for all Airbus Model A320-271N airplanes, and Model A321-271N, -271NX, -272N and -272NX airplanes. This AD requires replacing certain full authority digital engine control (FADEC) electronic engine controllers (EECs); or installing software standard FCS4.4 and re-identifying the FADEC EECs. This AD was prompted by a report that, when operated at low speed and high engine thrust, an engine did not restart following a fuel interruption shorter than five seconds. We are issuing this AD to address the unsafe condition on these products.
99-10-05: This amendment adopts a new airworthiness directive (AD) that is applicable to certain EMBRAER Model EMB-145 series airplanes. This action requires replacement of certain flexible joints and O-rings of the rear fuselage with improved flexible joints and new O-rings. This action also requires installation of new support assemblies to attach to the engine bleed line tubing in the area of the rear fuselage to improve the engine bleed line tubing alignment. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified in this AD are intended to prevent failure of certain flexible joints that attach to the engine bleed lines in the area of the rear fuselage. Failure of these flexible joints could cause damage to the fuel lines leading to the auxiliary power unit, which could result in an increased risk of fire to occur in the rear baggage compartment during flight.
49-11-02: 49-11-02 AERONCA: Applies to Serial Numbers S7AC and 7AC-1 to 7AC-7170, Inclusive; 7BCM-1 to 7BCM-339, Inclusive; 11CC-1 to -150, Inclusive; and All S11AC, 11AC and 11BC Serial Numbers. Compliance required at next periodic inspection but not later than May 1, 1949. To prevent failure of the rear fuselage-wing attachment fitting, reinforcement is to be accomplished by either of the following methods: 1. Cut on both sides of the rear spar fuselage carry through tube, at each end, a vertical slot 1/4 inch long. Insert a 5/8 inch by 0.083 (or heavier wall) 4130 steel, square or round tube having a minimum length of 2 1/2 inches and weld both sides of slot top and bottom of tube. Drill and ream bolt hole 0.250 plus or minus .001. 2. Insert in each rear spar fuselage wing attachment fitting, on both sides of airplane, a 5/8 inch by 0.083 (or heavier wall) 4130 steel tube having a minimum length of 4 5/8 inches. The insert tube should have a 0.250 plus or minus .001hole drilled 9/16 inch from outer end of tube, and reamed prior to installation. Bolt insert tube in fitting, then drill two vertical 0.250 plus or minus .001 holes through the fuselage carry through tube and the insert tube at 3 and 4 inches, respectively, from end of fitting. Four AN 4-11A bolts and AN 365/428 nuts or equivalent are required to bolt in the two insert tubes. 3. Insert through the entire length of the rear spar fuselage carry through tube a 5/8 inch by 0.083 (or heavier wall) 4130 round or square tube. The insert tube should have a hole drilled and reamed 0.250 plus or minus .001, 9/16 inch from each end of the tube to line up with the original bolt holes. The insert tube should be secured to the fuselage carry through tube by means of one AN 4-11A bolt and AN 365-428 nut or equivalent through both tubes anywhere between the longerons (drill and ream 0.250, plus or minus .001) or by welding both ends of the tubes together. Airplanes having the 5/8 inch by .065 reinforcement tube installed prior to the issuance of this revision need not change to the .083 wall tube. (Aeronca Service Helps and Hints No. 43 covers this same subject.) This supersedes AD's 47-50-01 and 49-02-03.
47-49-05: 47-49-05 LOCKHEED: (Was Mandatory Note 38 of AD-763-3.) Applies to All Model 49 Serials Up to and Including 2088. Compliance required prior to February 15, 1948. Replace quick-disconnect fasteners used to attach aileron control cable housing on radio operator's floor (LAC P/N 28717-8) with screws and AN 366F8-32 nut plates. (LAC Service Bulletin 49/SB-300 covers this same subject.)
64-16-06: 64-16-06 PIPER: Amdt. 767 Part 507 Federal Register July 21, 1964. Applies to Model PA-30 Aircraft, Serial Numbers 30-41, 30-82, 30-83, 30-104 and 30-123. Compliance required within 25 hours' time in service after the effective date of this AD unless already accomplished. Because of the possible presence of welds with inadequate penetration in the nose gear retraction tube, replace the present tube with a redesigned nose gear retraction tube, Piper P/N 21109-05. NOTE: The new tube can be identified by the two bead weld slots on each end of the tube. (Piper Service Letter No. 409, dated October 9, 1963, provides replacement method instructions.) This directive effective August 20, 1964.
2018-11-02: We are adopting a new airworthiness directive (AD) for all Lockheed Martin Corporation/Lockheed Martin Aeronautics Company Model 188A and 188C airplanes; and Model P3A, P-3A, and P3B airplanes type certificated under various other type certificate holders. Certain variants of Model 188A and 188C airplanes are known as ``P-3'' series airplanes. P-3 series airplanes include but are not limited to Model CP-140, NP-3A, P3A, P-3A, P3B, P-3B, P-3C, P-3P, and WP-3D airplanes. This AD requires a borescope inspection of the aileron [[Page 23789]] control rod assembly to determine if threads exist on the aileron control rod body, and corrective actions if necessary. This AD was prompted by a report indicating that certain aileron control rod bodies were incorrectly machined so that they did not include the load- carrying threads in the bore of the aileron control rod body. As a result, aileron control rod assemblies, which contain the discrepant part, do not provide adequate load carrying capabilities. We are issuing this AD to address the unsafe condition on these products.
64-14-02: 64-14-02 de HAVILLAND: Amdt. 754 Part 507 Federal Register June 23, 1964. Applies to All Model DHC-2 Series Aircraft. Compliance required as indicated. As a result of failure of the elevator trim tab end blocks, C2TE49ND and C2TE50ND, which could lead to restriction of elevator movement, accomplish the following: (a) Within 50 hours' time in service after the effective date of this AD, unless already accomplished within the last 450 hours' time in service, and thereafter within 500 hours' time in service from the last inspection, visually inspect all four red fibre end blocks in elevator trim tabs, C2TE43A and C2TE44A, for indications of delamination, warping, and cracks, especially around the rivet holes. (b) Replace any defective part with a new part of the same part number, or an FAA approved equivalent, before further flight, except that one flight may be made in accordance with the provisions of CAR 1.76 for the purpose of obtaining these repairs. (c) The 500-hour repetitive inspections of paragraph (a) need not be made on aircraft which already incorporate fabric-base phenolic end blocks and may be eliminated on aircraft that are modified by replacing the red fibre end blocks with blocks manufactured from plastic sheet, laminated, thermosetting, cotton fabric-base, phenolic resin MIL-P-15035C Type FBG (general purpose grade), or an FAA-approved equivalent in accordance with the procedure outlined in de Havilland Engineering Bulletin Series "B", No. 30, dated October 15, 1963. (de Havilland Engineering Bulletin Series "B", No. 30, dated October 15, 1963, available from de Havilland Aircraft of Canada, Ltd, Toronto, Canada, covers this same subject.) This directive effective July 24, 1964.
2018-10-10: We are superseding Airworthiness Directive (AD) 2017-01-12, AD 2017-11-08, and AD 2017-15-09 for certain Diamond Aircraft Industries GmbH Model DA 42 airplanes. This AD results from mandatory continuing airworthiness information (MCAI) issued by the aviation authority of another country to identify and address an unsafe condition on an aviation product. The MCAI describes the unsafe condition as uncommanded engine shutdown during flight due to failure of the propeller-regulating valve caused by hot exhaust gases coming from fractured engine exhaust pipes. We are issuing this AD to require actions to address the unsafe condition on these products.
46-50-01: 46-50-01 WACO: (Was Special Note 2 of AM-166.) Applies to Models INF, KNF, MNF, RNF Aircraft. Inspection required before next flight - rework (if needed) not later than April 1, 1946. Inspect the fuel line (or lines) connecting the fuel strainer and the carburetor to determine that this line is made up of either: (a) Rigid metal tubing with flexible hose connections at each end, or (b) Approved type flexible hose assembly. Aircraft found to have fuel line installations not conforming to either (a) or (b) shall be altered to conform as soon as possible. (Waco Service Bulletin No. 154 also covers this subject.)
91-06-17: 91-06-17 BOEING: Amendment 39-6931. Docket No. 90-NM-164-AD. \n\n\tApplicability: Model 747-400 series airplanes through line number 791, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent the failure of either pilot's electronic flight instrument system (EFIS) control panel, with resultant smoke in the flight deck, accomplish the following: \n\n\tA.\tWithin 90 days after the effective date of this AD, inspect both EFIS control panels installed on the airplane and record the serial number and modification status. Control Panels with serial numbers identified in Collins Service Bulletin DCP-7000-31-04, dated December 1, 1989, and which do not have Modification 4 implemented, must be removed and modified in accordance with the service bulletin before further flight. \n\n\tB.\tAny EFIS control panel with a serial number identified in Collins Service Bulletin DCP- 7000-31-04, dated December 1, 1989, and which does not have Modification 4 implemented, must be modified in accordance with the service bulletin before installation on an airplane. \n\n\tC.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be submitted directly to the Manager, Seattle ACO, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Seattle ACO. \n\n\tD.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124; and Collins Air Transport Division/Rockwell International, 400 Collins Road N.E., Cedar Rapids, Iowa 52406. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington. \n\n\tThis amendment (39-6931, AD 91-06-17) becomes effective on April 15, 1991.
2018-09-51: We are adopting a new airworthiness directive (AD) for CFM International, S.A., (CFM) CFM56-7B model engines. This emergency AD was sent previously to all known U.S. owners and operators of CFM CFM56-7B model engines. This AD requires a one-time ultrasonic inspection (USI) of the concave and convex sides of the fan blade dovetail. This AD was prompted by a recent engine failure due to a fractured fan blade, which resulted in the engine inlet cowl disintegrating and debris penetrating the fuselage, causing a loss of pressurization, and prompting an emergency descent. We are issuing this AD to address the unsafe condition on these products.
86-22-03: 86-22-03 BOEING: Amendment 39-5443. Applies to the Model 737-300 series airplanes specified in Boeing Alert Service Bulletin 737-28A1062, Revision 1, dated April 11, 1986, certificated in any category. \n\n\tTo minimize the fire hazard associated with a fuel leak, due to the fuel feed tube assembly chafing against strut fasteners, accomplish the following within 3 months after the effective date of this AD, unless previously accomplished: \n\n\tA.\tInspect and, if necessary, adjust fuel feed tube assembly clearance and replace chafed tubes in accordance with Boeing Service Bulletin 737-28A1062, Revision 1, dated April 11, 1986, or later FAA-approved revision. \n\n\tB.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tC.\tSpecial 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. \n\n\tAll persons affected by this directive who have not already received copies of the manufacturer's Service Bulletin may obtain copies upon request to the Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124-2207. This document may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment becomes effective November 24, 1986.
2005-14-04: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 777-200 and -300 series airplanes. This AD requires replacing the existing halogen lamps in the cargo compartment light assemblies with new incandescent lamps, and installing warning and identification placards. This AD is prompted by a report of an aft cargo fire during flight. We are issuing this AD to prevent a fire in the cargo compartment.
73-12-10: 73-12-10 HANDLEY PAGE (JETSTREAM AIRCRAFT LTD): Amdt. 39-1660. Applies to Model HP-137 Mk 1 airplanes. Compliance is required within the next 50 hours' time in service after the effective date of this AD unless already accomplished. To prevent the possible unnecessary interruption of current flow to the battery bus and non-essential bus, replace the 30 amp fuse, F10 in the D.C. power control box with a 25 amp Klixon circuit breaker, P/N D6761- 1-25, in accordance with Jetstream Aircraft Limited Modification No. 5006, Parts 1 and 2, dated September 1971, or an FAA-approved equivalent. This amendment becomes effective July 6, 1973.
64-10-04: 64-10-04 PIPER: Amdt. 728 Part 507 Federal Register May 12, 1964. Applies to Model PA-24-250 Aircraft, Compliance required within 50 hours' time in service after the effective date of this AD. In order to prevent portions of the carburetor air box deflector vanes from breaking loose and lodging within the carburetor throat, remove the deflector vanes from the air box, P/N 21943- 03, in accordance with Piper Service Letter No. 420. Upon removal of these vanes, the air box P/N becomes 21943-05. (Piper Service Letter No. 420 dated March 5, 1964, covers this subject.) This directive effective May 12, 1964.
99-26-21: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Boeing Model 737-300, -400, -500, -600, -700, and -800 series airplanes. This action requires a one-time detailed visual inspection of certain wire bundles and hydraulic hoses for the electric motor driven pump (EMDP) for hydraulic system "B" located in the right main wheel well to detect discrepancies; and corrective actions, if necessary. This amendment is prompted by a report that the wire bundle to the EMDP had been chafed by the pressure hose for hydraulic system "B" on a Model 737-700 series airplane, and reports of failed or damaged case drain or pressure hoses on the EMDP for hydraulic system "B" on Model 737-400 series airplanes. The actions specified in this AD are intended to prevent electrical arcing due to chafing between certain hydraulic hoses and adjacent wire bundles, which could result in a consequent increased risk of fire.
71-15-03: 71-15-03 SOCATA MORANE SAULNIER: Amdt. 39-1247. Applies to Morane Saulnier Model MS.880B and MS.894A airplanes. Compliance is required within the next 50 hours' time in service after the effective date of this AD unless already accomplished. To prevent short circuits in the cables of the generator system, rework the cables of the generator system in accordance with paragraph 2 degrees/, SOCATA Service Bulletin No. 79 (Gr. 24-01), dated October 1970, or an FAA-approved equivalent. This amendment becomes effective 26 July 1971.
88-15-04: 88-15-04 BOEING: Amendment 39-5979. Applies to Model 767 series airplanes, as listed in Boeing Alert Service Bulletin 767-32A0071, dated June 2, 1988, certificated in any category. Compliance required as indicated, unless previously accomplished. \n\n\tTo preclude failure of the main landing gear to fully extend and lock due to faulty actuator piston seals or obsolete configuration rod seals, accomplish the following: \n\n\tA.\tWithin the next 300 hours time-in-service after the effective date of this AD, inspect the main landing gear drag brace actuators in accordance with Boeing Alert Service Bulletin 767-32A0071, dated June 2, 1988. \n\n\tB.\tIf any actuator has accumulated less than 200 hours total time-in-service at the time of inspection, repeat the inspection required by paragraph A., above, at intervals not to exceed 100 hours time-in-service until the actuator has accumulated more than 200 hours time- in-service, at which time the inspections may be terminated. \n\n\tC.\tIf anyactuator is found to have swollen seals or obsolete configuration seals, before further flight, replace or modify the actuator, in accordance with Boeing Service Bulletin 767-32A0071, dated June 2, 1988. \n\n\tD.\tAccomplishing the piston seal replacement, and the rod seal inspection and replacement, if necessary, in accordance with Boeing Service Bulletin 767-32A0071, dated June 2, 1988, constitutes terminating action for the initial and repetitive inspections required by paragraphs A. and B., above. \n\n\tE.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who may add any comments and then send it to the Manager, Seattle Aircraft Certification Office. \n\n\tF.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of the inspections required by this AD. \n\n\tAll persons affected by this directive who have not already received copies of the appropriate service bulletin cited herein may obtain copies upon request to the Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. This document may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment, 39-5979, becomes effective August 3, 1988.
2018-10-09: We are superseding Airworthiness Directive (AD) 2017-11-03 for DG Flugzeugbau GmbH Model DG-500MB gliders that are equipped with a Solo 2625 02 engine modified with a fuel injection system following the instructions of Solo Kleinmoteren GmbH Technische Mitteilung 4600-3 and identified as Solo 2625 02i. 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 failure of the connecting rod bearing resulting from too much load on the rod bearings from the engine control unit. This AD adds a model to the applicability. We are issuing this AD to require actions to address the unsafe condition on these products.
2018-10-07: We are adopting a new airworthiness directive (AD) for Sikorsky Aircraft Corporation (Sikorsky) Model S-76C helicopters. This AD requires inspecting the engine collective position transducer (CPT). This AD was prompted by reports of wear of the CPT that has resulted in several One Engine Inoperative (OEI) incidents. The actions of this AD are intended to detect and prevent an unsafe condition on these products.
2018-10-06: We are adopting a new airworthiness directive (AD) for Bell Model 407 helicopters. This AD requires repetitive inspections of the tail rotor (TR) driveshaft segment assemblies and a torque check of the TR adapter retention nuts. This AD was prompted by a report of an in- flight failure of the TR drive system. The actions of this AD are intended to detect and correct an unsafe condition on these products.
84-24-52 R1: 84-24-52 R1 SHORT BROTHERS, LTD.: Amendment 39-4992 as Amended by Amendment 39-5802. Applies to all Model SD3-60 airplanes, certificated in any category. Compliance required as indicated, unless previously accomplished. To reduce the potential for engine flameouts, accomplish the following: A. Before further flight, incorporate the following information into the Airplane Flight Manual and provide this information to flight crews. This may be accomplished by including a copy of this AD in the Airplane Flight Manual and Operating Manual: "Increase the threshold temperatures from 4 degrees C to 10 degrees C on Page 37, Section 4, Systems Operation, Ice and Rain Protection Systems (as fitted)." 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. Within one year after the effective date of this amendment, modify the fuel low pressurebooster pumps in accordance with Parts B and C of Short Brothers Service Bulletin SD360-28-17, dated November 1985. Accomplishment of these modifications constitute terminating action for the increased temperature threshold required by paragraph A., above. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Short Brothers Aircraft, 1725 Jefferson Davis Highway, Arlington, Virginia 22202. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or at the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. AD 84-24-52 Amendment 39-4992 became effective February 7, 1985 except to those recipients of telegraphic AD T84-24-52, dated December 7, 1984. This amendment 39-5802 becomes effective February 1, 1988.
55-25-03: 55-25-03 de HAVILLAND: Applies to All Model 104 "Dove" Aircraft. Compliance required as soon as practical but not later than February 15, 1956, unless already accomplished. A case has recently occurred where the presence of corrosion at the main earth connection, situated on the fuselage nose decking in the vicinity of nose frame 4, has reduced the efficiency of this earthling point sufficiently to cause overheating of the cockpit lighting cables. The de Havilland Service strongly recommends that the following inspection be carried out at the earliest opportunity in order to ascertain the condition of this connection with which the FAA concurs and considers mandatory. Method. 1. Examine earth post situated in nose floor, and ascertain if it has a protective coating of blue oil base paint D.T.D. 827. (If it is protected, do not disturb unless it appears to be in a bad condition.) 2. If no protection is evident, dismantle terminal, clear floor surface locally at the terminal with a stiff bristle brush, to ensure removal of any corrosion and to provide good electrical contact between mating faces of terminal assembly. Reassemble terminal, using corrosion washers D.H.S. 439 G in place of lead plated brass washer 4F.781. All other mating surfaces must be clean and free from corrosion. If steel washer shows signs of deterioration, it must be replaced by another one, cadmium plated. Completed assembly must be painted liberally with blue oil base paint D.T.D. 827 to prevent ingress of moisture. (de Havilland Technical News Sheet CT (104), No. 121, Issue 2, dated July 14, 1955, also covers this same subject.)