Results
57-12-03: 57-12-03 BELL: Applies to Model 47J Helicopters Serial Numbers 1420 Through 1426, 1429 Through 1433, 1435 Through 1439, and 1441, 1559, 1562, 1574. Compliance required prior to July 1, 1957. In order to preclude the failure of the engine sprag spindle P/N 47-612-167-1, due to overtorquing of the AN 320-10 nut, the following modification must be accomplished. 1. Remove spindle after first removing the 47-612-166 links from the spindle and 47-612-158 brace assemblies. 2. Install one AN 6-17 bolt with one AN 960-616L washer under the head in the spindle. 3. Reinstall the previously removed links on the spindle. Drill a No. 52 (.062 dia.) hole in one castellation of the AN 320-10 nut for safety wire. Reinstall an AN 960-1016 washer and AN 320-10 nut. After positioning links, torque AN 320-10 nut to 150 inch-pounds. (NOTE: One AN 364-1018 nut may be substituted for the drilled AN 320-10 nut.) 4. Install one AN 960-616L washer and one AN 310-6 nut on end of AN 6-17 bolt. Torque to 160-190 inch-pounds and install one AN 381-3-12 cotter key. 5. Replace spindle. Resafety attach bolts and safety AN 320-10 nut (if used) to the spindle attach bolts. 6. Connect the links, using previously removed hardware. (Bell Mandatory Service Bulletin No. 120 dated March 29, 1957, covers this same subject.)
2004-06-18: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Boeing Model 737-300 and -400 series airplanes, that currently requires either repetitive leak checks on the forward lavatory service system and repair, as necessary, or draining of the system and placarding the lavatory inoperative. This amendment also requires periodic changing of the seals of certain lavatory drain systems; replacing "donut valves" with other FAA-approved valves; revising certain leak test intervals; and revising the pressurization and fluid level requirements for testing. The actions specified by this AD are intended to prevent damage to engines, airframes, and property on the ground that is associated with the problems of "blue ice" that forms from leaking lavatory drain systems on transport category airplanes and subsequently dislodges from the airplane fuselage.
2024-16-09: The FAA is adopting a new airworthiness directive (AD) for certain The Boeing Company Model 777-200, -200LR, -300, -300ER, and 777F series airplanes. This AD was prompted by a report indicating multiple findings of cracks in the fuselage skin common to the underwing longeron (UWL). This AD requires external or internal (depending on configuration) inspections for any cracking of the left and right side fuselage skin common to the UWL, and applicable on- condition actions. The FAA is issuing this AD to address the unsafe condition on these products.
2004-06-08: This amendment adopts a new airworthiness directive (AD), applicable to certain Bombardier Model DHC-8-401 and -402 airplanes, that requires modifying the wiring of the rudder trim switch, inspecting all wiring on the back of the aileron/rudder trim control panel for chafing, and replacing any chafed wiring with new wiring. This action is necessary to prevent a short circuit on the aileron/ rudder trim control panel that could cause a runaway condition of the rudder trim actuator, which could result in reduced controllability of the airplane. This action is intended to address the identified unsafe condition.
2016-17-14: We are adopting a new airworthiness directive (AD) for certain Saab AB, Saab Aeronautics Model SAAB 2000 airplanes. This AD was prompted by a report that on some airplanes, during the paint removal process for repainting the airplane, the basic corrosion protection (anodizing and primer) coating was sanded down to bare metal on the aluminum skin panels, and the bare metal might not have been treated correctly for corrosion prevention. This AD requires an inspection of structural components of the airplane for any damaged protective coating; inspections of those areas for pitting corrosion, if necessary; a thickness measurement to determine if there is reduced skin thickness, if necessary; and repair, if necessary. We are issuing this AD to detect and correct damaged protective coatings. This condition could result in pitting corrosion damage; and reduced metal thickness, which could result in reduced static and fatigue strength of the airplane's structural parts.
2024-18-03: The FAA is superseding Airworthiness Directive (AD) 2023-11- 01, which applied to certain Bombardier, Inc., Model BD-100-1A10 airplanes. AD 2023-11-01 required a records check and replacement of affected left-hand (LH) direct current power center (DCPC) units. AD 2023-11-01 also provided optional terminating action for the records check and replacement. This AD was prompted by multiple reports of erratic electrical system status on the push button annunciators (PBAs) and the engine instrument and crew alerting system (EICAS) while on- ground and during flight, and by the determination that certain DCPC units require additional modification or replacement. This AD requires checking maintenance records of certain airplanes, replacing certain DCPC units, and modifying certain DCPC units. This AD also expands the applicability of AD 2023-11-01 and prohibits the installation of affected parts. The FAA is issuing this AD to address the unsafe condition on these products.
2024-18-02: The FAA is adopting a new airworthiness directive (AD) for all The Boeing Company Model 787-8, 787-9, and 787-10 airplanes. This AD was prompted by a determination that the flight deck door decompression panel can strike the captain's seat headrest if a flight deck or below the flight deck rapid decompression event occurs when the seat is in a certain position. This AD requires, for certain airplanes, replacing the affected captain's seat assembly. This AD also prohibits the installation of affected parts. The FAA is issuing this AD to address the unsafe condition on these products.
57-11-01: 57-11-01 CURTISS-WRIGHT: Applies to all C-46 Series aircraft. Compliance required as indicated. Numerous instances have been found where unapproved nonconformity Elevator Spring Tab Cartridge Assemblies, Curtiss-Wright P/N 20-530-5710, or portions of this assembly, have been installed on C-46 aircraft. Use of these unapproved assemblies or parts of assemblies can prove to be hazardous. Accordingly, an inspection should be made of these assemblies for conformity to approved data. This inspection should be accomplished not later than August 31, 1957. It will be necessary to remove and disassemble the unit to make the inspection. Listed below are the drawing numbers of the assembly and its component parts, with a brief discussion of each. Copies of these drawings are available upon payment of reproduction costs from the Chief, Aircraft Engineering Division, Civil Aeronautics Administration, P.O. Box 1689, Fort Worth 1, Texas. It is not necessary to obtain these drawings for the required inspection but in cases of doubt they are available. 20-530-5710 - Cartridge Assembly Elevator Spring Tab. 20-530-5716 - Barrel - Elevator Spring Tab Cartridge Material - 8630 Normalized Seamless Steel Tubing I.D. - 1.125 (+ .001, -.000) lapped or honed, unplated. O.D. 1.312 threaded both ends 1 5/16 - 18NEF-3. Between threaded ends part may be machined to 1.242 diameter or stock size, machined to clean up. Outside cad-plated. 20-530-5712 - Cap - Elevator Spring Tab Cartridge Material - 1.500 hex. 23ST. 20-530-5711 - Cap - Elevator Spring Tab Cartridge Material - 17ST forging (Curtiss- Wright). These caps are also approved to be machined from 24ST bar stock. It has also been noted that these caps have been made from cast aluminum which is unapproved. These unapproved parts can be identified by their rough appearance and will show a tensile strength of approximately 32,000 p.s.i. under a hardness test and should be destroyed. 20-530-5717 -Spring - Elevator Spring Tab Cartridge. This is a single spring (Curtiss- Wright). Material - 0.124 diameter, music wire (cad-plated). Tensile strength 260,000 p.s.i. O.D. 1.004 + .03 free length 4.09 + .08 inch. Spring rate 40 + 2.4 pounds per inch. There is also a satisfactory dual spring installation. Outer Spring - Same dimensions and material as Curtiss-Wright Spring except it has more coils and a spring rate of 35+2.4 pounds per inch. Inner Spring - .675 O.D. .076 diameter music wire. Free length 3.56+ .08 inch. Spring rate 10.6 pounds per inch. Both inner and outer spring are cad-plated. 20-530-5743 - Shaft Assembly Elevator Spring Tab Cartridge. This assembly is made up of the following parts: 20-530-5714 - Shaft - Elevator Spring Tab Cartridge. Stock material 0.625 diameter x 5.20 8630 steel. Tensile strength 65,000 p.s.i. For use with the single spring the shaft is ground and polished to .3101 (+ .0000, - .0005) diameter except for a .600 diameter collar,0.150 wide, 2.863 inches from one end. The shaft has 5/16 - 24NF-3 threads .750 long at each end. With the exception of the threads the shaft is hard chrome plated with a finish diameter of .3110 (+ .0009, -.0000). For use with the dual spring the 2.863 dimension is 2.782, the 0.150 dimension is .312 and the .600 dimension is .500, all other dimensions and finishes are the same. 20-530-5713 - Clevis - Elevator Spring Tab Cartridge. Material 24ST. The lugs have a thickness of .100 (+ .000, - .010). The threaded portion is .500 O.D. This part is pinned to the 20- 530-5714 shaft with a .125 or a .093 dia. x .75 in. 1020-1025 steel pin peened on both ends. 20-530-5715 - Plunger - Elevator Spring Tab Cartridge. Material S. B. 1100 x .870 manufactured by Chrysler Corp. Amplex Div. This material is known as Super-Oilite and is made of powdered iron and copper and has the appearance of iron. In no case should steel or any other solid material be used. For use with the single spring the plunger has a single taper while for use with the double spring an additional shoulder is machined on the taper for the center spring. The inspection should primarily cover the material, dimensions, and the required finishes listed. Care should be taken to inspect for rust, corrosion, or interference which may affect the operation of the cartridge. The springs should also be checked dimensionally and for proper spring rate. All assemblies or portions of assemblies which do not conform should be removed. Only approved parts obtained from a reputable source, with evidence of approval should be installed.
86-03-01: 86-03-01 GARRETT TURBINE ENGINE COMPANY (formerly the AiResearch Manufacturing Company of Arizona: Amendment 39-5212. Applies to all Model TFE731-2, -3, -3A, -3AR, -3B, -3BR, and - 3R turbofan engines installed in aircraft certified in all categories equipped with turbine interstage transition ducts, part numbers 3071486-3 through -10, 3072318-1 and -3, 3072726-1 and -2, identified by individual serial numbers (hereinafter referred to as duct(s)). Compliance is required prior to the accumulation of 1,150 hours time in service from the effective date of this AD, unless already accomplished. NOTE: A substantial number of additional ducts were found to be subject to the same defect after Garrett issued SB TFE731-72-3309, dated March 7, 1985. This SB was specified in the NPRM (50 FR 19033). Revision 1 of said SB, dated September 6, 1985, was subsequently issued, and it now contains complete listings of affected ducts. Therefore, engines which were determined to be unaffected in accordance with the original SB, must be reverified. To prevent separation of the engine rear mount from the duct, accomplish the following: (a) Determine, by engine visual inspection, whether the turbine interstage transition duct S/N is included in Table 1 or Table 2 of Garrett SB TFE731-72-3309, Revision 1, dated September 6, 1985, (SB 3309) or FAA- approved equivalent. (1) Engine visual inspection which ensures that the duct S/N is not in Table 1 or Table 2 constitutes terminating action for this AD. (2) Ducts listed in Table 1 are known to have inadequate weld penetration, and require modification or replacement as specified below. Ducts listed in Table 2 might have inadequate weld penetration, and must either pass the additional X-ray inspection or be modified or replaced, as specified below. (b) Replace any duct listed in Table 1 of SB 3309 with a serviceable duct, or perform the actions of SB 3309, paragraph 2.B. (modification). (c) Replace any duct listed in Table 2 of SB 3309 with a serviceable duct, or perform the actions of SB 3309, paragraph 2.C. (X-ray inspection and/or modification). NOTES: (1) Regardless of statements in SB 3309 referring to the installation of the aft mount auxiliary bracket (in accordance with SB TFE731-72-3170) as an "interim compliance", such installation constitutes terminating action for this AD. Ducts which are modified by incorporation of the aft mount auxiliary bracket, shall not have the bracket removed and be returned to service unless the other actions of SB 3309, paragraph 2.B. or 2.C., as applicable, are performed. (2) The aft mount auxiliary bracket requires a longer engine mount bolt which is a new aircraft part. Therefore, each type aircraft using this bracket must have an FAA-approved SB to complete the installation; otherwise the bracket shall not be used. (d) For ducts which are determined to have a satisfactory weld at a clevis position used to mount the engine to the aircraft, but are determined to have an unsatisfactory weld(s) at the other clevis position(s), an FAA- approved alternative means of compliance with the provisions of SB 3309, paragraph 2.B.(2) or 2.C.(6), as applicable, is as follows: (1) Cut through the bolt holes of the unsatisfactory clevis(es) in accordance with paragraph 2.F.(1) of SB TFE731-72-3159, Revision 5, dated September 6, 1985, or FAA-approved equivalent; (2) Efface existing part number on duct and electrochemically etch new part number (0.0004 inch maximum depth) in accordance with: OLD PART NO. NEW PART NO. 3071486-3 3071486-11 3071486-4 3071486-12 3071486-5 3071486-13 3071486-6 3071486-14 3071486-7 3071486-15 3071486-8 3071486-16 3071486-9 3071486-17 3071486-10 3071486-18 3072318-1 3076070-1 3072318-3 3076070-2 3072726-1 3076070-3 3072726-2 3076070-4 Aircraft may be ferried in accordance with the provisions of FAR 21.197 and 21.199 to a base where the AD can be accomplished. Upon request, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Western Aircraft Certification Office, P.O. Box 92007, Worldway Postal Center, Los Angeles, California 90009. Upon submission of substantiating data by an owner or operator through an FAA maintenance inspector, the Manager, Western Aircraft Certification Office, P.O. Box 92007, Worldway Postal Center, Los Angeles, California 90009 may adjust the compliance time specified in this AD. Garrett SB Nos. TFE731-72-3309, Revision 1, dated September 6, 1985; TFE731-72-3159, Revision 5, dated September 6, 1985; and TFE731-72-3170, Revision 2, dated March 7, 1985, are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Garrett General Aviation Service Company, Department H65-1, Building 601AD, P.O. Box 29003, Phoenix, Arizona 85038. These documents also may be examined at the Office of the Regional Counsel, Federal Aviation Administration, New England Region, Room 311, 12 New England Executive Park, Burlington, Massachusetts 01803. This amendment becomes effective on February 24, 1986.
59-07-01: 59-07-01 CURTISS: Applies to Models C634S-C400 and C634S-C500 Series Propellers. Compliance required as indicated. Excessive wear of power unit motor and mating speed reducer splines in Curtiss C634S- C400 and C634S-C500 Series propellers has been observed at a time short of a full overhaul period. Accordingly: (1) Inspect rotor assembly P/N 113330 and drive sleeve P/N 102664 splines, and rear motor shaft bearing fit at each 500-600 hours' flying time. (2) Discontinue mixture of Molybdenum Disulfide in spline lubricant. Use only Lubriplate 315. Inspect as directed in Curtiss-Wright Corporation Propeller Division letters to all operators of Lockheed 749 and 1049 Series aircraft dated December 5, 1958, and March 20, 1959. Worn parts must be replaced. This supersedes AD 58-25-02.