|
2006-11-01: The FAA is superseding an existing airworthiness directive (AD), which applies to certain Airbus Model A300 B4-600R and A300 F4-600R series airplanes. That AD currently requires repetitive inspections for damage of the center tank fuel pumps and fuel pump canisters and replacement of any damaged parts, and mandates modification of the canisters of the center tank fuel pumps, which terminates the repetitive inspections. For certain airplanes, this new AD requires a one-time inspection of the attachment bolts of the outlet flange of the canisters of the center tank fuel pumps for bolts that are too short and do not protrude through the nut, and replacement of the bolts if necessary. This AD results from several reports that the attachment bolts for the canisters, modified by the requirements in the existing AD, are too short and do not fully protrude from the nuts. We are issuing this AD to prevent damage to the fuel pump and fuel pump canister, which could result in loss of flame trap capability and could provide a fuel ignition source in the center fuel tank.
DATES: This AD becomes effective June 27, 2006.
The Director of the Federal Register approved the incorporation by reference of certain publications listed in the AD as of June 27, 2006.
On December 20, 2004 (69 FR 65528, November 15, 2004), the Director of the Federal Register approved the incorporation by reference of certain publications.
On February 8, 2000 (65 FR 213, January 4, 2000), the Director of the Federal Register approved the incorporation by reference of a certain publication.
On December 28, 1998 (63 FR 70639, December 22, 1998), the Director of the Federal Register approved the incorporation by reference of a certain publication.
|
|
2000-03-17: This amendment supersedes Airworthiness Directive (AD) 97-23-01, which currently requires the following on Fairchild Aircraft, Inc. (Fairchild Aircraft) SA226 and SA227 series airplanes that are equipped with a certain Simmonds-Precision pitch trim actuator or a certain Barber-Colman pitch trim actuator: repetitively measuring the freeplay of the pitch trim actuator and repetitively inspecting the actuator for rod slippage; immediately replacing any actuator if certain freeplay limitations are exceeded or rod slippage is evident; and eventually replacing the actuator regardless of the inspection results. This AD retains the actions of AD 97-23-01, and adds these requirements on airplanes with different design pitch trim actuators installed. This AD is the result of the manufacturer developing different design pitch trim actuators and the Federal Aviation Administration (FAA) determining that these actuators should be subject to the actions of AD 97-23-01. The actions specified by this AD are intended to detect excessive freeplay or rod slippage in the pitch trim actuator, which, if not detected and corrected, could result in pitch trim actuator failure and possible loss of control of the airplane.
|
|
2000-03-10: This amendment supersedes an existing airworthiness directive (AD), applicable to all McDonnell Douglas Model MD-11 series airplanes, that currently requires a one-time inspection to detect discrepancies at certain areas around the entry light connector of the sliding ceiling panel above the forward passenger doors, and repair, if necessary. For certain airplanes, this amendment requires the installation or modification of a flapper door ramp deflector on the forward entry drop ceiling structure. For certain other airplanes, this amendment requires inspection of the wire assembly support installation for evidence of chafing, and corrective actions, if necessary. This amendment is prompted by a report indicating that damaged electrical wires were found above the forward passenger doors due to flapper panels moving inboard and chafing the electrical wire assemblies of this area. The actions specified by this AD are intended to prevent such chafing, which could result in anelectrical fire in the passenger compartment.
|
|
46-36-01: 46-36-01 CONTINENTAL: (Was Mandatory Note 8 of AD-675-2: 11 of AD-728-1; 2 of AD-751-1; 1 of AD-761-2; 6 of AD-718-6; 9 of AD-737-1; 1 of AD-759-3; 11 of AD-729-1; 8 of AD-720-1; 2 of AD-611-1; 9 of AD-725-1; 11 of AD-691-1; 9 of AD-703-1; 5 of AD-740-1; 9 of AD-725-1; 10 of AD-694-4; 6 of AD-709-1; 8 of AD-730-2; 8 of AD-746-1; and 11 of AD-696-3.) Applies to Aeronca 65-CA; 65-TC, 65-TAC, YO-58; O-58A, O-58B, SO-58B; 11AC; Air Products (Erco) 415-C, 415-CD; CallAir S-1A; Champion 7AC, S7AC; Commonwealth (Rearwin) 175, 180, 185; Northwestern (Porterfield) CP-65, CS-65; 75C; Piper AE-1, HE-1; J3C-65, J3C-65S; J4, J4A, J4A-S; J4E; J5A, J5A-80, J5C; Silvaire (Luscombe) 8, 8A, 8B, 8C, 8D, 8E; Stinson HW-75, 10; Superior (Culver) LCA; Taylorcraft DC-65, DCO-65; Universal (Taylorcraft) BC, BCS, BC-65, BCS-65, BC12-65, BCS12-65, BC12-D, BC12-D1, BCS12-D1 Airplanes Having Continental A-65 Series Engines With Serial Numbers From 3456658 to 4109568, Inclusive; or Continental A-65, A-75, or A-80 Series Engines Which Have Had A-21422 Piston Pins or New 3-Ring Pistons Installed Since September 25, 1945.
Compliance required immediately if possible, but in any event not later than 50 hours of engine operation after August 27, 1946.
A certain percentage of piston pins installed in engines of the above numbers and distributed as replacement parts are subject to failure without warning. The weakness of these pins cannot be detected by normal inspection methods. Piston pin breakage can result in complete engine failure. It is the owner's responsibility to avoid this risk by making the changes outlined in (a) and (b) at the earliest possible time.
(a) Replace piston pin P/N A-21422 (0.626 inch inside diameter) with thick wall piston pin No. A-25127 (0.5945 inch inside diameter). The engine manufacturer has given assurance that every possible effort will be made to supply the required quantity of replacement piston pins.
(b) Simultaneously with (a), all pistons should be examined for skirt cracks and the necessity for rework of the bottom rib. This rework involves reducing the height of the rib until it is at least 1/16-inch wide and rounding all sharp corners.
(c) As an acceptable alternate to (a) and (b), cam ground pistons, P/N 40731, which necessitate using piston pins of greater outside diameter, may be installed. This change will likewise remove the possibility of piston pin failure and piston skirt cracking.
(Continental Motors Service Bulletin M46-6 covers this same subject.)
|
|
50-01-01: 50-01-01 MOONEY: Applies to All Model M-18L Aircraft.
Compliance required as soon as possible but not later than next 25 hours operating time and at each 25-hour period thereafter until reinforcement of engine mount lugs is accomplished.
Inspect the four engine mount lugs for cracks. If cracks are evident, reweld the lugs to mate with the mount holes on the engine and weld an X-4130 0.058-inch strap 1/2 x 3-inches to the lug and the side tube member. Further inspections are not necessary after the above reinforcement of the lugs is made.
(Mooney Service Bulletin No. 4 covers this same subject.)
|
|
2006-11-02: The FAA is adopting a new airworthiness directive (AD) for all Viking Air Limited Model DHC-7 airplanes. This AD requires implementing a corrosion prevention and control program (CPCP) either by accomplishing specific tasks or by revising the maintenance inspection program to include a CPCP. This AD results from a determination that, as airplanes age, they are more likely to exhibit indications of corrosion. We are issuing this AD to prevent structural failure of the airplane due to corrosion.
|
|
2000-03-12: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model MD-11 series airplanes, that requires replacement of the air driven generator (ADG) wire assembly with a new, increased length wire assembly. This amendment is prompted by a report of loose terminal attachment hardware on the ADG power monitor relay due to a stress condition on the terminal attachment points. The actions specified by this AD are intended to prevent loss of the charging capability of the aircraft battery. Loss of the charging capability of the aircraft battery, coupled with a loss of all normal electrical power, could prevent continued safe flight and landing of the airplane.
|
|
2000-03-19: This document adopts a new airworthiness directive (AD) that applies to all Industrie Aeronautiche e Meccaniche (I.A.M.) Model Piaggio P-180 airplanes that are equipped with pneumatic deicing boots. This AD requires you to revise the Airplane Flight Manual (AFM) to include requirements for activating the airframe pneumatic deicing boots. This AD is the result of reports of in-flight incidents and an accident that occurred in icing conditions where the airframe pneumatic deicing boots were not activated. The actions specified by this AD are intended to assure that flightcrews have the information necessary to activate the pneumatic wing and tail deicing boots at the first signs of ice accumulation. Without this information, flightcrews could experience reduced controllability of the aircraft due to adverse aerodynamic effects of ice adhering to the airplane prior to the first deicing cycle.
|
|
47-10-08: 47-10-08 LOCKHEED: (Was Mandatory Note 9 of AD-763-3.) Applies Only to Model 49 Serial Numbers 1975 to 1978, Inclusive; 1980; and 2021 to 2059, Inclusive.
Compliance required prior to August 9, 1946.
Rework the elevator booster shifter horn assembly by reducing the width of the teeth on 278488 gear. 0.120 inch should be removed from each end of all the teeth.
(LAC Service Bulletin 049/SB-19 covers this same subject.)
|
|
46-38-02: 46-38-02 ERCO: (Was Mandatory Note 8 of AD-718-6.) Applies to 415-C, -CD and -D Aircraft Serial Numbers 113 to 2706 Except 2683, 2685, 2687, and 2691.
Compliance required prior to November 1, 1946.
(a) To provide additional bearing area and more positive locking action for the aileron control stop adjustment screw, add an AN 315-3R nut on the adjustment screw at the forward side of the stops and a star type AN 936-B10 lock washer (external teeth) between the jam nut and rear side of stops (Ercoupe P/N 415-52145).
(b) Inspect the welds which attach the aileron control stops to the control column cross member carefully for cracks. Also determine that welds are complete around the ends of the stops. Repair if cracked welds or insufficient welds are found.
(c) Inspect the adjustment of the two upper turnbuckles in the chain and cable system to be certain these turnbuckles do not touch the sprockets before the quadrant touches the stops. Readjust all three turnbuckles if necessary to insure freedom from this turnbuckle-sprocket interference.
(Erco Service Department Bulletin No. 13 covers this same subject.)
|