Results
2011-21-09: We are superseding an existing airworthiness directive (AD) that applies to the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated 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: One operator reported a failure of the MLG [main landing gear] retraction actuator sliding rod. This incident occurred at a number of operating flight cycles lower than the limit value imposed by the MLG manufacturer. This condition, if not detected and corrected, results in undampened extension of the MLG, leading to higher than usual loads on the MLG attachment. Higher loads affect the structural integrity of the MLG and could lead to MLG failure. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
2011-20-51: We are adopting a new airworthiness directive (AD) for Pratt & Whitney Canada PT6A-15AG, -27, -28, -34, -34AG, -34B, and -36 series turboprop engines. This emergency AD was sent previously to all known U.S. owners and operators of these engines. This AD requires the removal of affected part manufacturer approval (PMA) replacement Timken Alcor Aerospace Technologies, Inc. (TAATI) first stage reduction sun gears and the interacting planet gears, from the propeller reduction gearbox assembly. This AD was prompted by failures of certain PMA replacement first stage reduction sun gears, manufactured by TAATI. We are issuing this AD to correct the unsafe condition on these products.
84-19-04: 84-19-04 TELEDYNE CONTINENTAL: Letter issued September 19, 1984. Applies to Teledyne Continental Motors TSIO-520-BE reciprocating engines incorporating part number 646571-1 fuel pumps of the following serial numbers: Fuel Pump Assembly Serial Number Engine Serial Number (Reference) E108405B 528044 E108406B 528065 E108407B 528056 E108408B 528054 E108409B 528060 E108410B 528062 E108411B 528061 E108412B 528064 E108413B 528049 E158413B 528023 E158414B 528066 E168401B 528068 E168403B 528069 E168404B 528067 F018401B 528073 F081402B 528071 F018403B 528072 F068403B 528070 F158403B 528077 F158405B 528081 F158406B 528079 F188401B 528084 F188405B 528082 F198411B 528085 Compliance is required as indicated unless already accomplished. To prevent loss of fuel pressure from possible failure of the engine driven fuel pump, accomplish the following: Prior to further flight, remove the engine driven fuel pump assembly and replace with a serviceable pump. NOTE: Fuel pumps of the above listed part number and serial numbers may be reinstalled after modification of the drive mechanism by Teledyne Continental Motors. Modified pumps will be identified by a "K" permanently marked in the upper right hand corner of the fuel pump name plate. In addition, temporary identification of the modified pumps is provided by a purple color on the high pressure aneroid housing. Upon request of an operator, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Atlanta Aircraft Certification Office, Federal Aviation Administration. This airworthiness directive becomes effective upon receipt.
70-12-05: 70-12-05 GENERAL DYNAMICS: Amendment 39-1003. Applies to General Dynamics 340 and 440 airplanes including those modified to turbopropeller power. Compliance required as indicated. To detect cracks and prevent failure of the MLG trunnion fitting P/N 340-8510109, accomplish the following: Within the next 50 hours' time in service after the effective date of this AD, unless already accomplished within the last 450 hours' time in service, visually inspect MLG trunnion fittings P/N 340-8510109 for crack indications in the outboard fitting face and inboard boss area, primarily in the upper area of the fitting above the boss radius, by dye penetrant inspection procedures, in accordance with General Dynamics 640(340D) Service Bulletin No. 57-4, dated May 25, 1970, or later FAA approved revision or an equivalent inspection procedure approved by the Chief, Aircraft Engineering Division, FAA Western Region. (a) If no cracks are found, repeat the above inspection procedure atinspection intervals not to exceed 500 hours' time in service from the last inspection. (b) If cracks are found as a result of the above inspections, accomplish one of the following before further flight: (1) If trunnion fitting cracking exceeds two inches or if a crack is found in the trunnion boss face, the fitting must be replaced. (2) If cracking is in excess of one inch in length but less than two inches in length, either replace the fitting or stop-drill using a 0.25 inch drill and reinspect daily for crack growth until the fitting can be replaced. (3) If cracking is one inch in length or less, either replace the fitting or stop- drill using a 0.25 inch drill and reinspect for crack growth at intervals not to exceed 50 hours' time in service. NOTE: Where insufficient clearance precludes the use of a 0.25 inch drill it is permissible to use a 0.1875 inch drill. (c) Replace stop-drilled fittings within 500 hours' time in service from the initial stop-drilling. (d) Any crack progressing beyond a stop-drilled hole may be stop-drilled again if the total crack length is less than two inches. This fitting must be replaced if a crack progresses to two inches or more in length. This amendment becomes effective June 11, 1970.
2003-03-22: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 737-600, -700, -700C, -800, and -900 series airplanes, that requires installing speedbrake limitation placards in the flight compartment, and revising the Limitations Section of the Airplane Flight Manual to ensure the flightcrew is advised not to extend the speedbrake lever beyond the flight detent. For certain airplanes, this AD requires modifying the elevator and elevator tab assembly. This action is necessary to prevent severe vibration of the elevator and elevator tab assembly, which could result in severe damage to the horizontal stabilizer followed by possible loss of the elevator tab and consequent loss of controllability of the airplane. This action is intended to address the identified unsafe condition.
97-26-07: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Boeing Model 747 series airplanes, that currently requires a one-time inspection to detect damage of the sleeving and wire bundles of the boost pumps of the numbers 1 and 4 main fuel tanks, and of the auxiliary tank jettison pumps (if installed); replacement of any damaged sleeving with new sleeving; and repair or replacement of any damaged wires with new wires. For airplanes on which any burned wires are found, that AD also requires an inspection to detect damage of the conduit, and replacement of any damaged conduit with a serviceable conduit. This amendment requires repetitive inspections in lieu of the one-time inspection. This amendment also expands the applicability of the existing AD. This amendment is prompted by reports of chafing of the sleeving. The actions specified in this AD are intended to detect and correct abrasion of the Teflon sleeving and wires in the bundles ofthe fuel boost pumps for the numbers 1 and 4 main fuel tanks and of the auxiliary tank jettison pumps (if installed), which could result in electrical arcing between the wires and the aluminum conduit and consequent fire or explosion of the fuel tank.
97-25-15: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Boeing Model 727 series airplanes. This action requires repetitive inspections to detect cracking of the rear spar web or fuel leakage of the wing center section, and repair, if necessary. This amendment also provides for an optional modification of the rear spar web that constitutes terminating action for the repetitive inspections. This amendment is prompted by several reports of fuel leakage due to cracking of the rear spar web of the wing center section. The actions specified in this AD are intended to detect and correct such cracking of the rear spar web, which could permit fuel leakage into the airflow multiplier, and could result in an electrical short that could cause a fire.
2003-03-19: This amendment adopts a new airworthiness directive (AD) that is applicable to all Boeing Model 747 series airplanes. This action requires a one-time inspection of the fuselage skin of the aft lower body for certain repair doublers, and follow-on inspections and corrective actions if such doublers are installed. For certain airplanes, this action includes optional repetitive inspections of the fuselage skin for scratches or cracking. This action is necessary to find and fix possible fatigue cracking of the fuselage skin concealed under certain repair doublers, which could result in rapid decompression of the airplane. This action is intended to address the identified unsafe condition.
72-03-02: 72-03-02 SIAI-MARCHETTI: Amendment 39-1386. Applies to Model S.205, Serial Numbers 001 through 003, 101 through 104, 106 through 108, 110 through 399, 4-101 through 4- 104, 4-106 through 4-133, 4-135 through 4-165, 4-167 through 4-202, 4-204 through 4-206, 4- 208 through 4-235, 4-237 through 4-252, 4-256 through 4-268, 4-271, 4-273, 4-274, 4-277 through 4-282, 4-285, 5-302, and 5-303; and to Model S.208, Serial Numbers 001 through 003, 1-03 through 1-12, 1-14, 1-15, 2-16 through 2-19, 2-48 through 2-50, 3-100, and 4-51 airplanes. Compliance required as indicated. To prevent structural failure of the wing front spar attachments to the fuselage frame, accomplish the following: (a) For airplanes with 500 or more hours' time in service on the effective date of this AD, within the next 100 hours' time in service after the effective date of this AD comply with paragraph (c). (b) For airplanes with less than 500 hours' time in service on the effective date of this AD, -(1) Within the next 100 hours' time in service after the effective date of this AD, and thereafter at intervals not to exceed 100 hours' time in service from the last inspection, until modified in accordance with paragraph (c), visually inspect, using a magnifying glass of at least 5 powers, the wing front spar attachments to the fuselage frame 2BIS, P/N 205-1-043-01, for cracks in accordance with SIAI-Marchetti Service Bulletin No. 205B28, dated May 11, 1971, or an FAA-approved equivalent. If cracks are found during an inspection required by this paragraph, before further flight comply with paragraph (c). (2) Before the accumulation of 600 hours' time in service comply with paragraph (c). (c) Modify both sides of the fuselage frame No. 2BIS, P/N 205-1-043-01, in accordance with SIAI-Marchetti Service Bulletin No. 205B28, dated May 11, 1971, or an FAA- approved equivalent. This amendment becomes effective February 25, 1972.
2011-21-02: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated 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: During flight tests, unexpected fatigue high loads were measured on the hinges integrated on the 12 o'clock beam which form the upper extreme edge of the thrust reverser unit C duct. This situation, if not corrected, could lead to the separation of the thrust reverser from the aeroplane and therefore to damage of the aeroplane and hazards to persons or property on the ground. * * * * * This AD requires actions that are intended to address the unsafe condition described in the MCAI.
2003-03-20: This amendment adopts a new airworthiness directive (AD), that is applicable to Hartzell Propeller Inc. model HC-C2YR-4CF propellers. This amendment requires the reduction of the original hub and blades certified service (fatigue) life from unlimited hours to 2,000 hours. This amendment is prompted by a reevaluation by Hartzell Propeller Inc. of the original hub and blades service life certification calculations. The actions specified by this AD are intended to prevent fatigue failure of the original propeller hub and blades which may result in loss of airplane control.
2011-21-03: We are adopting a new airworthiness directive (AD) for the products listed above. This AD requires installing foreign object debris (FOD) rubber shields over the primary and secondary external power connectors for certain airplanes, and wrapping silicone tape around the hydraulic tube for certain other airplanes. This AD was prompted by a report of a fire in the main equipment center due to failure of an external power connector, which \n\n((Page 63164)) \n\ncaused high-temperature arcing and subsequent splatter of molten copper on an adjacent hydraulic tube, creating a hole in the tube and spraying hydraulic fluid into the power connector, resulting in a fire. In addition there were several reports of overheating or arcing of external power connectors, and one report of a fire due to arcing caused by FOD. We are issuing this AD to prevent FOD from entering the primary and secondary external power connectors, which could result in overheating or arcing and consequent fire in the main equipment center.
2003-03-11: This amendment adopts a new airworthiness directive (AD) that is applicable to a certain Air Cruisers Company Emergency Evacuation Slide/Raft System. This amendment requires a one-time unpacking and subsequent repacking of the slide/raft system, identified by serial numbers (SN's), and mandates repacking of all other slide/raft systems of the same design at the next required normal maintenance schedule of the slide/raft system. This amendment is prompted by reports of separation of the lower aspirator during a number of deployments. The actions specified by this AD are intended to prevent failure of the slide/raft to properly inflate, which could impede the emergency evacuation of passengers in the event of an airplane emergency.
69-03-04: 69-03-04 SLINGSBY: Amdt. 39-721. Applies to Slingsby Model T.53B Gliders. Compliance required within the next 25 hours' time in service after the effective date of this AD, unless already accomplished. To prevent interference between the elevator control lever and its support bracket, replace the existing bracket P/N 53B-10-81 with new bracket P/N 53B-10-1117 in accordance with Slingsby Technical Instruction No. 36, dated November 1968, or later ARB-approved issued or an FAA approved equivalent. This amendment becomes effective February 14, 1969.
97-24-12: This amendment supersedes an existing airworthiness directive (AD), applicable to all British Aerospace Model BAC 1-11 200 and 400 series airplanes, that currently requires a one-time inspection to determine the tension of the control cables of the thrust reversers, and to detect breakage, damage, wear, or signs of corrosion; and corrective actions, if necessary. This amendment requires that the inspections be repeated at certain intervals. 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 prevent failure of the control cables, which may lead to the inability of the thrust reverser to deploy and/or an uncommanded deployment of the thrust reverser while the airplane is in flight.
56-26-04: 56-26-04 VICKERS-ARMSTRONG: Applies to All Viscount Model 745D Aircraft. Compliance required as indicated. Service experience has indicated that cracks may develop in certain pre-Modification D.1031 engine nacelle attachment brackets. Accordingly, Vickers-Armstrong (Aircraft) Ltd. issued Preliminary Technical Leaflet No. 111, Issue 1, dated October 19, 1956, covering this subject. The British Air Registration Board considers the inspections recommended therein mandatory, in which the FAA concurs. When brackets to Mod. D.1031 are installed, the special inspections detailed in PTL No. 111 do not apply. This supersedes AD 55-22-05.
68-23-08: 68-23-08 BELLANCA: Amendment 39-679. Applies to Model 14-19-3A (Serial Numbers 4229 through 4342) and Model 17-30 (Serial Numbers 30001 through 30151) airplanes. Compliance required as indicated: To prevent vibration of the horizontal tail surfaces, and to correct inaccurate airspeed indication, accomplish the following: A) On or before November 22, 1969, unless already accomplished, modify the elevator trim tab system by the installation of redesigned elevator trim tab and actuation rod and all related changes in accordance with Part A of Bellanca Service Letter No. 46, dated October 28, 1968, or any other method approved by Chief, Engineering and Manufacturing Branch, Central Region, Federal Aviation Administration. B) Unless already accomplished, after completion of the modifications required by Paragraph A, the restricted forward center of gravity limit must be incorporated into the respective Airplane Flight Manuals by accomplishing the following: (1)To the Model 14-19-3A Airplane Flight Manual, add Revision No. 5 dated October 26, 1968. (2) To the Model 17-30 Airplane Flight Manual, add Revision No. 4 dated August 28, 1968. C) Until the elevator trim tab has been modified in accordance with Paragraph A, operation of the airplane in excess of 180 miles per hour (156 knots) is prohibited. D) Until the elevator trim tab has been modified in accordance with Paragraph A, a placard must be installed in the airplane adjacent to the airspeed indicator, in full view of the pilot with the following wording: "NEVER EXCEED SPEED 180 MPH (156 KNOTS) IAS". E) Within the next 25 hours' time-in-service after the effective date of this airworthiness directive, unless already accomplished, modify or replace the static vent buttons in accordance with Part B of Bellanca Service Letter No. 46, dated October 28, 1968, or any other method approved by Chief, Engineering and Manufacturing Branch, Central Region, Federal AviationAdministration. AD 68-12-02 is hereby superseded. This amendment becomes effective November 22, 1968.
2011-12-02: We are adopting a new airworthiness directive (AD) for the products listed above that are equipped with a Honeywell TPE331-10 or - 12JR turboprop engine installed per Supplemental Type Certificate (STC) SA09866SC. This AD requires incorporating revised airspeed limitations and marking the airspeed indicator accordingly. There is also a requirement for the installation of a temporary placard until the airspeed indicator can be modified but not to [[Page 31801]] exceed a certain period of time. This AD was prompted by analysis that showed that airspeed limitations for the affected airplanes are not adjusted for the installation of a turboprop engine as stated in the regulations. We are issuing this AD to prevent the loss of airplane structural integrity due to the affected airplanes being able to operate at speeds that exceed the speeds established in the Federal aviation regulations for safe operation.
2011-19-03: We are adopting a new airworthiness directive (AD) for the products listed above. This AD was prompted by four reports of unrecoverable engine stalls, during hover in a left-roll attitude. This AD requires the installation of an accessory gearbox (AGB) axis-A oil slinger nut to the axis-A shaft assembly. We are issuing this AD to prevent an unrecoverable engine stall, leading to a helicopter forced landing or accident.
2011-19-02: We are adopting a new airworthiness directive (AD) for the products listed above. 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: Reports have been received from a small number of HS.748 operators of finding cracks in the propeller hub port buttress threads of R212 and R251 propellers. The affected hubs had accumulated in excess of 6,000 flight hours. This condition, if not detected and corrected, could lead to propeller blade separation, possibly resulting in damage to the aeroplane and/or injury to persons on the ground. We are issuing this AD to prevent propeller hub failure due to cracks in the hub, which could result in damage to the airplane.
97-23-09: This amendment supersedes Airworthiness Directive (AD) 78-26-02, which currently requires repetitively inspecting the fuselage side frame flanges at Fuselage Station (FS) 218.125 and FS 219.525 for cracks on certain de Havilland DHC-6 series airplanes, and repairing or replacing any cracked part. The Federal Aviation Administration's policy on aging commuter-class aircraft is to eliminate or, in certain instances, reduce the number of certain repetitive short-interval inspections when improved parts or modifications are available. This AD requires modifying the fuselage side frames at the referenced FS areas as terminating action for the repetitive inspections that are currently required by AD 78-26-02. The actions specified in this AD are intended to prevent failure of the fuselage because of cracks in the fuselage side frames, which, if not detected and corrected, could result in loss of control of the airplane.
56-18-02: 56-18-02 CONVAIR: Applies to All 340 Aircraft. Compliance required preferably at next engine overhaul but not later than June 1, 1957. Due to the possibility in hot weather operation that the engines installed in Convair 340 airplanes can experience excessive oil temperatures and inability to scavenge the crankcase, Pratt & Whitney Aircraft Service Bulletins Nos. 1513 and 1524 shall be accomplished as indicated above. This serious condition, which has been experienced in hot weather on several occasions by two scheduled airline operators, is attributed mainly to high oil flow rates, which will be effectively reduced by compliance with these Pratt & Whitney Service Bulletins. (Air Carrier Maintenance Alert Bulletin No. 241 also deals with this subject.) As an alternate to compliance with these bulletins, the adoption of maintenance practices and engine overhaul procedures which effectively reduce oil flow rates will be acceptable.
51-12-01: 51-12-01 WRIGHT: Applies to All Models C9GB, C9GC, C9HD and Military R-1820 Series Engines. Compliance required as soon as possible, but not later than April 1, 1952. To preclude piston pin failures, piston pins P/N's 68827, 117691, and 131061, which have not been carburized, must be replaced at each engine overhaul. Piston pins P/N's 117691 and 131061 retain the same part number when carburized, but may be identified by the symbol "C" on the recessed end of the pin. Piston pins P/N 68827 were never carburized and therefore should not be reused. It is suggested that orders for carburized piston pins be placed well in advance of required delivery date. (Wright Service Bulletin No. C9-156A covers this same subject.)
2011-20-10: We are adopting a new airworthiness directive (AD) for the products listed above. This AD requires inspecting to determine the clearance and any wire bundle damage between wire bundle W443 and the left forward rudder quadrant, followed by adjusting the minimum clearance between the wire bundle and the left forward rudder quadrant, and repairing any wire bundle damage. This AD was prompted by reports of contact between wire bundle W443 and the left forward rudder quadrant. We are issuing this AD to detect and correct contact between the wire bundle and the left forward rudder quadrant. Damage to the wire bundle from contact between the wire bundle and the left forward rudder quadrant could result in uncommanded stabilizer trim and autopilot disconnects due to shorted wires, potentially affecting the capability of the flightcrew during high work load and consequently reducing control of the airplane. Restricted movement of the rudder quadrant at full right rudder travel would reduce controllability of the airplane.
99-16-14: This amendment adopts a new airworthiness directive (AD) that is applicable to all Airbus Model A300, A310, and A300-600 series airplanes. This action requires a one-time inspection of the autopilot systems for proper engagement to determine if the main electro valve electrical connectors of the yaw, roll, and pitch autopilot actuators are correctly installed; 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 in this AD are intended to prevent erratic movements of the ailerons, elevator, and/or rudder that are commanded by discrepant autopilot actuators, which could result in reduced controllability of the airplane.