Results
2005-22-07: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 757-200, -200PF, and -300 series airplanes. This AD requires inspecting for damage of the ground brackets, ground wires, and terminal lugs of the auxiliary power unit (APU) battery and the APU start transformer rectifier unit (TRU) as applicable; and corrective and related investigative actions. This AD results from reports indicating that during inspections on two airplanes, the ground brackets for the APU battery were found damaged. We are issuing this AD to detect and correct a damaged electrical bonding surface of the APU battery and APU start TRU ground connections, which could cause overheating of the ground connections and lead to possible consequent ignition of the adjacent insulating blankets.
47-32-11: 47-32-11 BELL: (Was Mandatory Note 11 of AD-1H-1.) Applies to Models 47B and 47B3 Helicopters. Compliance required not later than the next 25-hour inspection after September 15, 1947. The antenna mast should be supplemented with antenna mast support, 47-762-023-1. This support is intended to relieve the antenna loads from the lead-in mast. (Bell Service Bulletin 47C33 dated June 12, 1947, also covers this same subject.)
2018-18-14: We are adopting a new airworthiness directive (AD) for certain Rolls-Royce Deutschland Ltd & Co KG (RRD) BR700-710A2-20 and BR700- 710C4-11 turbofan engines. This AD was prompted by reports of deterioration of the intumescent heat resistant paint system on the electronic engine controller (EEC) firebox assembly that was found to be beyond acceptable limits. This AD requires replacement of affected EEC firebox assembly parts with improved parts, which have a more durable paint system. We are issuing this AD to address the unsafe condition on these products.
2018-18-07: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 757 airplanes. This AD was prompted by an evaluation by the design approval holder (DAH) indicating that the longitudinal lap splices of the fuselage skin are subject to widespread fatigue damage (WFD). This AD requires repetitive inspections of the longitudinal lap splices of the fuselage skin for cracking and protruding fasteners, and applicable corrective actions. We are issuing this AD to address the unsafe condition on these products.
97-26-11: This amendment adopts a new airworthiness directive (AD), applicable to certain Aerospatiale Model ATR42-200, -300, and -320 series airplanes, that requires an inspection to detect corrosion of the rear spars of the wings, and corrective actions, if necessary. 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 detect and correct possible corrosion on the rear spars of the wings, which could result in reduced structural integrity of the wings.
47-42-14: 47-42-14 DOUGLAS: (Was Mandatory Note 11 of AD-781-1.) Applies to DC-6 Serial Numbers 42854 to 42880, Inclusive; 42882 to 42884, Inclusive; 43000 and 43001. \n\nTo be accomplished not later than first blower overhaul after January 1, 1948. \n\nTo prevent bearing failures in the voltage regulator blowers, replace the bearings formerly packed with lubricant Z815 with new bearings containing lubricant Z801. \n\n(Douglas Service Bulletin DC-6 No. 43 describes the complete rework.)
66-30-03: 66-30-03 DORNIER: Amdt. 39-320 Part 39 Federal Register December 16, 1966. Applies to All Model DO 28 B-1 Airplanes. Compliance required as indicated. To detect cracks of the horizontal stabilizer spar in fuselage attachment brackets, accomplish the following: (a) Within the next 10 hours' time in service after the effective date of the AD, unless already accomplished within the last 90 hours' time in service before the effective date of this AD and thereafter at intervals as specified below, visually inspect the welded hinge brackets P/N 28.315-01 H01 on the stabilizer front spars for cracks in the base plate in the area of the upper and lower spar flanges, using a lamp, mirror and at least a three-powered glass. (b) If no cracks are found as a result of the inspection required by (a), the bracket is considered serviceable and the inspection must be repeated at intervals not to exceed 100 hours' time in service since the last inspection. (c) If cracks ofless than 1/2 inch in length are found, the inspection must be repeated at intervals not to exceed 10 hours' time in service, up to a maximum of 100 hours' time in service since the initial inspection. Upon accumulation of 100 hours' time in service since initial inspection, replace bracket P/N 28.315-01 H01 with new bracket P/N 28.315-01 H03 or FAA- approved equivalent. (d) If cracks greater than 1/2 inch in length are found, prior to next flight, replace bracket P/N 28.315-01 H01 with new bracket P/N 28.315-01 H03 or FAA-approved equivalent. (e) The repetitive inspections required by (a), (b), and (c) may be discontinued after new replacement bracket P/N 28.315-01 H03 is installed. (Dornier Technical Bulletin No. 28-44 dated October 11, 1966, pertains to this subject.) This directive effective December 26, 1966.
49-52-02: 49-52-02 BELL: Applies to All Models 47B, 47B3, 47D, and 47D1 Series Helicopters. Compliance required as indicated. As a result of recent accidents, the following precautionary measures should be taken: 1. The main rotor hub (Bell P/N 47-120-136-1) must be replaced if it has been involved in an accident or sudden stoppage, for any reason, in which the following has occurred: (a) One or both main rotor blades were damaged to the extent that the steel core shows through the wood at any point. (b) A drag brace end fitting or the equalizer horn, or both, are damaged or distorted. (Bell Service Bulletin No. 65, dated August 2, 1949, covers the subject of this portion of the directive.) 2. All aluminum main rotor hubs (Bell P/N 47-120-136-1) must be replaced after 600 hours of operation unless it is necessary to replace them sooner as a result of being affected by the requirements of paragraph 1. In order to assist those operators who possess a part which has over 600 hours accumulated at the time of receipt of this directive, the following latitude in replacing the parts is permitted: Accumulated Time on Hub at Time of this Directive Replacement Limit 0-500 hours At 600 hours 501-800 Within the next 100 hours 801-899 At 900 hours 900 and up Before the next flight Hubs with less than 300 hours must be inspected visually (with a 10- to 20-power glass) at 300 hours, in addition to the inspections required by the manufacturers "Erection and Maintenance Manual" for the particular model. During this inspection, specific attention must be directed toward locating fatigue cracks in the shotpeened fillet radius, particularly on the leading edge side. The discovery of cracks in any portion of this radius is cause for immediate replacement of the part. In addition to the execution of the Form FAA 1226, "Malfunctioning and Defects Report," such a discovery should be reported immediately to the Bell Aircraft Corp., together with the number of hours accumulated on the hub, the serial number of the hub, model and serial number of the helicopter on which it was installed, and a statement to indicate whether or not the part had been involved in an accident such as described in paragraph 1. This supersedes AD 49-35-02.
66-28-06: 66-28-06 PIPER: Amdt. 39-311 Part 39 Federal Register November 15, 1966. Applies to Model PA-30 Airplanes, Serial Numbers 30-853, 30-902 through 30-1080, 30-1082 through 30- 1136, 30-1138 through 30-1198, 30-1200 through 30-1217, 30-1219 through 30-1226, and 30- 1228 through 30-1253. Compliance required as indicated, unless already accomplished. As a result of excessive vibration that could result in partial failure of the stabilator, accomplish the following: (a) Within the next 10 hours' time in service after May 3, 1966, attach the following operating limitation placard to the airspeed indicator in full view of the pilot: "Do not exceed 218 mph (190 knots) IAS." (b) Within the next 50 hours' time in service after November 25, 1966, accomplish one of the following, as applicable, or an equivalent approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region: (1) For airplanes that have had the stabilator or stabilator trim tab repainted, altered, or repaired after leaving the factory, balance the stabilator in accordance with Piper Service Bulletin No. 229A, dated June 17, 1966, and Sketches A and B. Endorse the airplane log book to indicate whether the stabilator was balanced in accordance with (c) or (d) of Piper Service Bulletin No. 229A. (2) For airplanes that have not had the stabilator or stabilator trim tab repainted, altered, or repainted after leaving the factory, add balance weights, Piper P/Ns 25780- 02 and 25780-03, to the stabilizer arm by means of AN 4-36A bolt, AN 960-416 washers and MS 20365-428C nut in accordance with Piper Service Bulletin No. 229A, dated June 17, 1966, and Sketch A. If plates, Piper P/N 23179-00, are presently installed, they must all be installed on the left side of the balance weight arm as shown in Piper Service Bulletin No. 229A, Sketch A. Ensure that stabilator controls have proper movement before further flight. (c) After modification in accordance with either (b)(1) or (b)(2), the placard installed in accordance with (a) may be removed and replaced with operating limitation placard, Piper P/N SK-1835, which limits the Never Exceed Operating Airspeed to 230 mph, or an FAA-approved equivalent in accordance with Piper Service Bulletin No. 235, dated September 16, 1966, or an FAA-approved equivalent. However, this placard shall not be installed on airplanes that have a Never Exceed Operating Airspeed lower than 230 mph because of supplemental type certificate limitations, or FAA Form 337 approval limitations. NOTE: The modification approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region and described in a memorandum dated July 20, 1966, is no longer applicable since the AD to which it was related is superseded by this directive. (d) After modification in accordance with either (b)(1) or (b)(2), replace existing DMCR-approved Airplane Flight Manual Piper Report No. 1269, dated February 5, 1963, revisedNovember 8, 1965, with DMCR-approved Airplane Flight Manual, Piper Report No. 1269, dated February 5, 1963, DOA-approved revision dated August 31, 1966. NOTE: Existing Airplane Flight Manual supplements are still valid. Only the Basic Airplane Flight Manual should be replaced. For the requirements regarding the revising of the aircraft permanent maintenance record to reflect the 2.5 pounds added to the stabilator at a moment arm of 231.34 inches aft of datum during the modification specified in (b)(1) or (b)(2), see FAR 91.173. This supersedes AD 66-12-02. This directive effective November 25, 1966.
90-17-14: 90-17-14 SAAB-SCANIA: Amendment 39-6694. Docket No. 90-NM-55-AD. Applicability: All Model SF-340A series airplanes, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent moisture accumulation in the elevator deicer boot system, accomplish the following: A. Within 60 days after March 13, 1986 (the effective date of AD 86- 04-05, Amendment 39-5229), accomplish the following: 1. Modify the empennage deicer boot pneumatic system in accordance with SAAB Service Bulletin SF340-30-008, Revision 1, dated February 11, 1985; and 2. Modify the nacelle inlet protection device exhaust nozzle in accordance with SAAB Service Bulletin SF340-54-002, Revision 1, dated April 3, 1985. B. Within 7 days after the effective date of this amendment, and thereafter at intervals not to exceed 7 days, drain and check the two elevator deicing system drain traps in accordance with paragraph D.(2) of SAAB Service Bulletin SF340-30-008, Revision 2, dated December 8, 1989. C. An 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, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. NOTE: The request should be submitted directly to the Manager, Standardization Branch, ANM-113, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Manager, Standardization Branch, ANM-113. D. Special 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. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to SAAB-Scania, Product Support, S.58188, Linkoping, Sweden. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue, S.W., Renton, Washington. This amendment supersedes Amendment 39-5229, AD 86-04-05. This amendment (39-6694, AD 90-17-14) becomes effective on September 17, 1990.