Results
2005-25-14: The FAA is adopting a new airworthiness directive (AD) for all BAE Systems (Operations) Limited (Jetstream) Model 4101 airplanes. This AD requires modifying the wiring of the starter-generator terminal block. This AD results from a report of total electrical failure just as the airplane landed. We are issuing this AD to prevent total electrical failure and consequent reduced controllability of the airplane.
2005-25-05: The FAA is superseding an existing airworthiness directive (AD) for Pratt & Whitney (PW) JT8D-1, -1A, -1B, -7, -7A, -7B, -9, -9A, -11, -15, -15A, -17, -17A, -17R, and -17AR series turbofan engines. That AD currently requires revisions to the engine manufacturer's time limits section (TLS) to include enhanced inspection of selected critical life- limited parts at each piece-part opportunity. This AD modifies the airworthiness limitations section of the manufacturer's manual and an air carrier's approved continuous airworthiness maintenance program to add an eddy current inspection. An FAA study of in-service events involving uncontained failures of critical rotating engine parts has indicated the need for mandatory inspections. The mandatory inspections are needed to identify those critical rotating parts with conditions, which if allowed to continue in service, could result in uncontained failures. We are issuing this AD to prevent critical life-limited rotating engine part failure, which could result in an uncontained engine failure and damage to the airplane.
47-47-11: 47-47-11 REPUBLIC: (Was Mandatory Note 14 of AD-769-2.) Applies to Model RC-3 Aircraft. Compliance required as soon as possible but in any event not later than January 15, 1948. To prevent inadvertent reversal of propeller if propeller reverse control wire fails at control valve attachment, install spring between the reverse control link and the bracket supporting the reverse control. (Seabee Service Bulletin No. 21 dated October 14, 1947, covers this subject.)
66-05-03: 66-05-03 LOCKHEED: Amdt. 39-182 Part 39 Federal Register January 19, 1966. Applies to Models 188A and 188C Series Airplanes. Compliance required as indicated, unless already accomplished. To detect fatigue cracks emanating from the barrel-nut access holes of the outer wing front cap fittings at the Wing Station 65 joint, accomplish the following: (a) Inspect lower cap fittings, P/N's 807352-1 and -2, by visual means, for cracks emanating from the barrel-nut access holes within the next 1,100 hours' time in service after the effective date of this AD. (b) Inspect lower and upper cap fittings, P/N's 807352-1 and -2 and P/N's 807354-1 and -2, by dye penetrant method or an FAA-approved equivalent, for cracks emanating from the barrel-nut access holes and by visual means for burrs at the forward edge of the access holes within the next 3,000 hours' time in service after compliance with (a). (c) Replace any cracked fittings found during the inspections required by (a)or (b) before further flight, with new deburred fittings of the same part number, except that the airplane may be flown in accordance with FAR 21.197 to a base where the repair can be made. (d) Deburr uncracked fittings on which burrs have been found during the inspection required by (b), before further flight, in accordance with Lockheed Service Bulletin 88/SB-633B, Section 2.D.(4) or later FAA-approved revision, except that the airplane may be flown in accordance with FAR 21.197 to a base where the repair can be made. This directive effective February 19, 1966.
2005-24-06: The FAA is adopting a new airworthiness directive (AD) for all Airbus Model A318-100, A319-100, A320-200, A321-100, and A321-200 series airplanes, and Model A320-111 airplanes. This AD requires an inspection to determine whether certain braking and steering control units (BSCUs) are installed or have ever been installed. For airplanes on which certain BSCUs are installed or have ever been installed, this AD requires an inspection of the nose landing gear (NLG) upper support and corrective action if necessary, and a check of the NLG strut inflation pressure and an adjustment if necessary. For some of these airplanes, this AD also requires a revision to the aircraft flight manual to incorporate an operating procedure to recover normal steering in the event of a steering failure. This AD results from a report of an incident where an airplane landed with the NLG turned 90 degrees from centerline. We are issuing this AD to prevent landings with the NLG turned 90 degrees from centerline, which could result in reduced controllability of the airplane.
46-13-05: 46-13-05 DOUGLAS: (Was Mandatory Note 10 of AD-618-3 and Mandatory Note 12 of AD-669-3.) Applies to All DC3 Aircraft. \n\n\tTo be accomplished not later than April 1, 1947. \n\n\tReplace all canvas control boot assemblies either with the new rubber control column boot assemblies of the same part number (No. 5035184-16 and -17), as called for on Douglas Service Bulletin No. 231, or with the following boot assemblies: \n\n\t(a)\tThompson Co. (H.I. Thompson Co., 1733 Cordova St., Los Angeles 7, Calif.), No. 11-21001, change B, for Models DC3-C/C-47 and DC-3-D/C117A. \n\n\t(b)\tThompson Co. No. 11-21002, change A, for Model DC3. \n\n\t(c)\tAmerican Airlines Drawing No. CDS-6132. \n\n\tPending replacement, the canvas boots should be inspected prior to each flight to determine that the top of the boot is tight around the control assembly and the pocket around the base is eliminated.
2005-23-17: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 737 airplanes. This AD requires, for certain airplanes, a one-time detailed inspection for interference between a clamp assembly and the wires behind the P15 refuel panel, and corrective actions if necessary. For certain other airplanes, this AD requires a one-time detailed inspection for discrepancies of the wires behind the P15 refuel panel; and corrective and related investigative actions if necessary. This AD is prompted by evidence of chafed wiring behind the P15 refuel panel and arcing to the back of the P15 refuel panel and adjacent wing structure. We are issuing this AD to detect and correct chafing of the wiring behind the P15 refuel panel, which could lead to arcing and fire with consequent airplane damage and injury to refueling personnel.
48-03-02: 48-03-02 DOUGLAS: Applies to All Models C-54-DC and DC-4 Aircraft. \n\nIn order to prevent the emergency air brake valve front seizing due to infrequent operation, the following should be conducted: \n\nAt intervals not to exceed 1,000 hours, except at the discretion of the CAA Agent, the interval may be increased to coincide with a regular overhaul period, but should in no case exceed 1,700 hours. \n\nConnect a gage to one brake port on each side of the airplane and discharge the air brake cylinder from one of the flight compartment controls. The initial air pressure indications on the gages at the brakes should not be less than 400 p.s.i. Allow 5 minutes for change in pressure due to temperature and again note the air pressure indications on the gages at the brakes. These second observed pressure indications should hold steadily for a period of at least 5 minutes. This will check the functioning of one of the pull mechanisms, the air brake control valve, shuttle valve, linesand fittings. Push in the control to release air pressure on brakes and operate other air brake control to insure that both pull mechanisms are operating properly.
90-05-08: 90-05-08 MCDONNELL DOUGLAS: Amendment 39-6503. Docket No. 88-NM-84-AD. \n\n\tApplicability: McDonnell Douglas Model DC-3, DC-3A, DC-3B, DC-3C, DC-3D, Super DC-3S, DST, and (Military) C-41, C-47, C-48, C-49, C-50, C-51, C-52, C-53, C-68, C-84, C-117, R4D series airplanes, including those modified for turbo-propeller power, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo ensure the continuing structural integrity of these airplanes, accomplish the following: \n\n\tA.\tWithin one year after the effective date of this AD, incorporate a revision into the FAA-approved maintenance inspection program which provides for inspection of the Principal Structural Elements (PSE) defined in Chapter I, Section 6, and Chapter III of McDonnell Douglas Corporation, Report No. L26-013, "DC-3 Supplemental Inspection Document (SID)," Revision 1, dated January 1990. The non-destructive inspection techniques set forth in the SID provide acceptable methods of accomplishing the inspections required by this AD. All inspection results (negative or positive) must be reported to McDonnell Douglas Corporation, in accordance with the instructions of the SID. \n\n\tB.\tCracked structure detected during the inspection required by paragraph A., above, must be repaired or replaced, prior to further flight, in accordance with instructions in the SID. \n\n\tC.\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\tD.\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, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment and then send it to the Manager, Los Angeles AircraftCertification Office. \n\n\tThe requirements of this rule shall be done in accordance with McDonnell Douglas Corporation Report No. L26-013, "DC-3 Supplemental Inspection Document (SID)," Revision 1, dated January 1990. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552 (a) and 1 CFR Part 51. Copies may be obtained from McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846. Copies may be inspected at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington; at the Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California; or at the Office of the Federal Register, 1100 L Street, N.W., Room 8301, Washington, D.C. \n\n\tThis amendment (39-6503, AD 90-05-08) becomes effective on April 19, 1990.
49-30-02: 49-30-02 CONVAIR: Applies to All Model 240 Aircraft. Compliance required at next scheduled engine change. Instances have been reported in which the augmenter vanes showed a tendency to bind under high temperature. To preclude the possibility of such instances in the future, the following must be accomplished on each of the four augmenter tubes: 1. Increase the I.D. of the augmenter vane shaft bushing to 0.509 plus 0.003, minus 0.0000 inch. 2. Reduce the O.D. of the augmenter vane shaft to 0.499 plus 0.000, minus 0.003 inch. (This subject is also covered by Convair-Liner Service Information Letter No. 407.) In the event that it is desired to secure the specified clearance between the shaft and bushing by increasing the bushing I.D. only, this is an acceptable alternative. However, the 0.514 inch upper limit for the bushing I.D. should not be exceeded.