Results
47-10-36: 47-10-36 LOCKHEED: (Was Service Note 7 of AD-763-3.) Applies to All Model 49 Serial Numbers Up to and Including 2088. Between the edges of the inboard and outboard nacelle attach angles, the rivets used to attach the leading edge lower skin to the front beam should be inspected for looseness at periods not to exceed 200 hours of operation. When loose rivets are found the following corrective action should be taken: Add stiffener to lower surface of leading edge skin between Stations 287 and 299, install 5/32-inch rivets in place of existing 1/8-inch rivets used to attach lower leading edge skin to front beam between Station 287 and outboard nacelle, and install six 10-32 screws in place of six rivets in this same rivet line (two each at Stations 263, 287, and 312). After this rework has been accomplished, no further periodic inspections will be required. (LAC Service Instruction 49/SI-121 covers this wing leading edge reinforcement and rivet replacement.)
98-25-12: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 757-200 series airplanes, that requires repetitive inspections to detect cracking of the honeycomb core of the acoustic panels in the engine inlet, and repair, if necessary. This amendment also requires eventual replacement of the existing engine inlet with a new or serviceable inlet, which, when accomplished, terminates the repetitive inspections. This amendment is prompted by reports of cracking of the honeycomb core of the acoustic panels in the engine inlet, and incidents of pieces of the panels breaking off and being ingested into the engine. The actions specified by this AD are intended to detect and correct cracking of the honeycomb core of the acoustic panels in the engine inlet, which could result in reduced structural integrity of the engine inlet, and consequent engine shutdown or surge; or, in the event of a fan blade failure, separation of the inlet from the engine.
49-12-02: 49-12-02 NAVION: Applies to All Airplanes Equipped With Romec Engine-Driven Fuel Pumps. To be accomplished as soon as possible, but not later than May 1, 1949. On some of the Romec fuel pumps, a 1/16-inch hole has been drilled through the 1/8-inch pipe plug which closes the vent opening at the top of the pump. This is a fire hazard since, in the event of pump seal failure, fuel could squirt from this hole into the generator which is directly above the fuel pump, and into the engine compartment. It is therefore required that all drilled vent plugs be replaced by undrilled plugs. The Ryan factory has accomplished this change in production, starting with airplane Serial Number 1823. Undrilled vent plugs are being painted with zinc chromate primer at the Ryan factory.
2022-01-09: The FAA is adopting a new airworthiness directive (AD) for certain Stemme AG Model Stemme S 10-VT and Stemme S 12 gliders. 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 identifies the unsafe condition as unintended slipping of the freewheel clutch with overheating (burnishing) of the friction pads inside of the clutch. This AD requires removing the affected freewheel clutch from service. The FAA is issuing this AD to address the unsafe condition on these products.
46-23-04: 46-23-04 GLOBE: (Was Mandatory Note 1 of AD-766-5.) Applies to Models GC-1A, GC-1B Aircraft Serial Numbers 33 to 54 Inclusive, Plus 54, 56, 57, 58, 60, 61, and 64. Due to an inadvertent error in the manufacture of these airplanes, the following reinforcement of the rivet seam attaching the upper skin of the outer wing panels to the main spar is to be accomplished as follows. In lieu of immediate accomplishment, the maximum weight may be reduced from 1,570 pounds to 1,490 pounds. This may require elimination of the baggage allowance. In any case, the reinforcement outlined below must be accomplished not later than September 1, 1946. After completion of the reinforcement, the placard may be removed and the weight increased to the maximum specified in the Aircraft Specification. In the length of the seam from 1 1/2-inches to 4 3/4-inches outboard of the outer panel attachment bolt, the number of rivets should be increased to not less than five. Since the heads of the bolt through the end fitting of the spar cause interference at the originally intended spacing, the rivets may be spaced unequally, but the minimum spacing may not be less than 3/8-inch. In the length of the seam from 4 3/4-inches to 11 1/2-inches outboard of the outer panel attachment bolt, sufficient rivets should be added to make the spacing approximately 3/8-inch. The added rivets may be either Cherry CR163-4-10 or AN 456-AD4. (Globe Customer Service Maintenance Bulletin No. 1 covers this same subject.)
46-49-01: 46-49-01 ERCO: (Was Mandatory Note 10 of AD-718-6.) Applies to All 415 Series Airplanes Equipped With Magnesium Die Cast Nose Wheel, Casting No. 34206. Compliance required prior to February 1, 1947. Due to an increasing number of failures of the Magnesium Die Cast Nose Wheel (which bears the number 34206 in raised letters), it appears essential that this wheel be replaced by a Permanent Mold Aluminum Alloy Nose Wheel (casting No. 34204) which the manufacturer is making available to all distributors and dealers. The replacement wheel, tire, and tube should be statically and dynamically balanced before use. Care should be exercised in removing the old nose wheel to avoid damaging the axle, oleo, and supporting structure. (Ercoupe Service Department Bulletin No. 16 dated October 28, 1946, covers this same subject in greater detail.)
2021-26-15: The FAA is adopting a new airworthiness directive (AD) for certain km, Vulcanair S.p.A. Model P.68C, P.68C-TC, P.68 ''OBSERVER,'' P.68 OBSERVER 2, P.68R, and P.68TC OBSERVER airplanes. This AD was prompted by 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 identifies the unsafe condition as a damaged stabilator trim control cable. This AD requires inspecting the stabilator trim control cables and replacing if necessary. This AD also requires reporting the results of each inspection to Vulcanair S.p.A. The FAA is issuing this AD to address the unsafe condition on these products.
2012-14-14: We are adopting a new airworthiness directive (AD) for all Eurocopter Deutschland GmbH (ECD) MBB-BK 117 A-3, MBB-BK 117 A-4, MBB- BK B-1, MBB-BK 117 B-2, and MBB-BK C-1 helicopters equipped with a certain external-hoist system (hoist system). This AD requires deactivating the entire hoist system or deactivating the hoist system cable cutter function on the hoist system operator control handle (operator handle). This AD was prompted by an uncommanded activation of the hoist cable cutter function on an MBB-BK117 C-1 helicopter. The actions of this AD are intended to prevent uncommanded cutting of the hoist cable and subsequent injury to persons being lifted by the hoist.
48-25-01: 48-25-01 DOUGLAS: Applies to All C54-DC Series and DC-4 Airplanes Prior to Serial Numbers 43095, Operated in Scheduled and Nonscheduled Air Carrier Passenger Service. \n\n\tCompliance required by May 1, 1949. \n\n\tBecause of previous fires and the fire hazard which exists in zone 3, it is necessary that the following be accomplished: \n\n\t1.\tTo increase the effectiveness of the fire warning system in the nacelles, seven fire detector units must be installed in the nacelle (zone 3) aft of the firewall at the following approximate locations: \n\n\t\t(a)\t1 unit at the top of nacelle approximately 15 inches forward of the front spar. \n\n\t\t(b)\t1 unit at each wing section fireseal. \n\n\t\t(c)\t1 unit at the aft end of the nacelle area under the fuel tank and near the fuel supply lines. \n\n\t\t(d)\t3 units on the aft face of the firewall (one near the top and one at each side.) \n\n\tThese fire detectors should be connected into the existing engine accessory compartment fire detector circuit, and the entire system wired into the circuit of the audible warning system. \n\n\t(Douglas Service Bulletin DC-4 No. 60 covers this same subject.) \n\n\t2.\tRevise the present fire extinguisher system in nose wheel well in order to install two additional 15-pound CO2 bottles. Provide additional plumbing aft of the firewall in each nacelle by running a perforated line across the top of the nacelle directly aft of the oil tanks and then diagonally aft and down to a point under the bottom wing skin aft of the front spar, at which point it will cross the nacelle and run diagonally forward and up to the original starting point. The discharge pipes tee into the present 3/4 ring O.D. supply pipes for the accessory section. All aluminum CO2 supply pipes between firewall and front spar and between the inboard and outboard fireseal ribs of each nacelle are to be replaced with steel pipe. \n\n\t(Douglas Service bulletin DC-4 No. 67 covers this same subject.)
47-50-11: 47-50-11 STINSON: Applies to 108 Series Aircraft. Compliance required prior to March 1, 1948. The front ash trays shall be modified to the self-contained type or a "No Smoking" placard installed. (Stinson Service Bulletin No. 246 covers a satisfactory method of modifying these ash trays.)
2004-13-07: This amendment adopts a new airworthiness directive (AD), applicable to all BAE Systems (Operations) Limited (Jetstream) Model 4101 airplanes. This AD requires operators to determine the flight cycles accumulated on each component of the main landing gear (MLG) and the nose landing gear (NLG), and to replace each component that reaches its life limit with a serviceable component. This AD also requires operators to revise the Airworthiness Limitations section of the Instructions for Continued Airworthiness in the aircraft maintenance manual to reflect the new life limits. This action is necessary to prevent failure of certain components of the MLG and the NLG, which could result in failure of either or both landing gears, and consequent damage to the airplane and injury to passengers or crewmembers. This action is intended to address the identified unsafe condition.
2012-14-03: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 777-200 and -300 series airplanes. This AD was prompted by reports of fatigue cracks in the lap joints, which initiated at scribe lines that were made during production when maskant was removed from the affected skin panels during the chemical milling process. This AD requires repetitive external phased-array ultrasonic inspections to detect cracks of the affected fuselage skin lap splices in Sections 41, 43, and 44, as applicable, and repair if necessary. We are issuing \n\n((Page 42963)) \n\nthis AD to detect and correct such fatigue cracking, which could grow large and cause sudden decompression and the inability to sustain limit flight and pressure loads.
2021-26-06: The FAA is adopting a new airworthiness directive (AD) for certain General Electric Company (GE) GE90 model turbofan engines. This AD was prompted by two separate in-flight shutdowns (IFSDs) resulting from failure of the transfer gearbox (TGB) radial bevel gear (TGB radial gearshaft). This AD requires visual inspection of the TGB radial gearshaft and, depending on the results of the inspection, replacement of the TGB radial gearshaft. The FAA is issuing this AD to address the unsafe condition on these products.
49-27-03: 49-27-03 DOUGLAS: Applies to All Models C54-DC and DC-4 Series Aircraft. \n\n\tTo be accomplished as indicated below: \n\n\t1.\tPrior to 5,000 hours total airplane time, or at next scheduled inspection at which necessary facilities are available, on airplanes with more than 5,000 hours total time, inspect nose gear yoke and fittings, P/N 5087950 and either 5087951 or 5180402 to determine if the 1/2-inch radius fairs in properly with the journal. All parts having a poor radius condition must be replaced immediately with parts having the correct radius fairing into the journal. This inspection does not have to be repeated if already accomplished. \n\n\t2.\tParts having a good radius must be replaced at each 17,500 hours airplane operation time. If the replacement parts have been shotpeened, as per Douglas Aircraft Co. recommendations, the replacement time may be extended to 30,000 hours airplane operation time. \n\n\t3.\tUnused parts having a poor radius may be used, after being reworkedaccording to Douglas Aircraft Co. recommendations. \n\n\t4.\tAll used nose hear yoke end fittings having not more than 17,500 hours total time may be reinstalled and used for a total time of 30,000 hours if Zyglo inspection reveals no cracks; the radius of the journal is properly reworked to meet the limiting dimensions of Douglas E. C. 1361954 and the part is shotpeened in accordance with Douglas Aircraft Co. standards. \n\n\t5.\tAt the time of replacement of parts as per item 1, or at the next major aircraft overhaul period, rework bushing, P/N 1087938, to incorporate a 1/8-inch radius on the inside diameter at the flanged end of the bushing. Rework ring, P/N 2103390, by providing a 0.031-inch radius on the inside edges. \n\n\t(Douglas Service Letters A-214-T.51/WBM dated January 7, 1948; A-214 TS2249/WBM dated November 25, 1947; and A-214-TS-1572/WBM dated October 20, 1947, cover the above.) \n\n\tThis supersedes AD 48-24-02.
2004-13-10: This amendment adopts a new airworthiness directive (AD), applicable to certain Bombardier Model DHC-8-102, -103, -106, -201, - 202, -301, -311, and -315 airplanes, that requires rework/retrofit of the wardrobe shelf assembly. This action is necessary to prevent the wardrobe shelf and attached equipment separating from the attachment in the event of a hard landing, which could impede the egress of passengers in the event of an emergency evacuation. This action is intended to address the identified unsafe condition.
2021-26-18: The FAA is superseding Airworthiness Directive (AD) 2020-21-01 for certain Airbus Helicopters Model AS-365N2, AS 365N3, EC 155B, EC155B1, and SA-365N1 helicopters. AD 2020-21-01 required modifying the main gearbox (MGB) tail rotor (T/R) drive flange installation. This AD was prompted by several reported occurrences of loss of tightening torque of the Shur-Lok nut, which serves as a retainer of the MGB T/R drive flange. This AD continues to require modifying the MGB T/R drive flange installation, and includes additional helicopters in the applicability for the required actions. The FAA is issuing this AD to address the unsafe condition on these products.
2012-14-07: We are adopting an airworthiness directive (AD) superseding an existing airworthiness directive for Bell Helicopter Textron Canada (Bell) Model 407 and 427 helicopters. The existing AD requires inspecting certain hydraulic servo actuators (servo) to determine whether the shaft turns independently of the nut or the clevis assembly, and additional actions based upon the inspection's outcome. The AD also requires reidentifying the servo. Since we issued that AD, Bell has learned that additional servos may need repair or removal. This AD expands the scope of the current AD to include inspections for all servos, and requires that servos meeting inspection requirements be marked with the letter ``V'' after the part number on the data plate. The actions are intended to detect any loose or misaligned parts in the servo that could lead to failure of the servo and subsequent loss of helicopter control.
2021-24-12: The FAA is adopting a new airworthiness directive (AD) for certain The Boeing Company Model 777 airplanes. This AD was prompted by significant changes, including new or more restrictive requirements, made to the airworthiness limitations (AWLs) and Critical Design Configuration Control Limitations (CDCCLs) related to fuel tank ignition prevention, the engine fuel suction feed system, and the nitrogen generation system. This AD requires revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations. The FAA is issuing this AD to address the unsafe condition on these products.
2001-24-07 R1: This amendment revises an existing airworthiness directive (AD), for the Agusta S.p.A. (Agusta) Model A109C, A109E, and A109K2 helicopters, that currently requires inspecting the main rotor blade (blade) tip cap for bonding separation and a crack, and also requires a tap inspection of the tip cap for bonding separation in the blade bond area and a dye-penetrant inspection of the tip cap leading edge along the welded joint line of the upper and lower tip cap skin shells for a crack. This amendment requires those same actions, but corrects a blade part number (P/N) that was stated incorrectly in the Applicability section of the existing AD. This amendment is prompted by the need to correct a blade P/N. The actions specified by this AD are intended to prevent failure of a blade tip cap, excessive vibration, and subsequent loss of control of the helicopter.
2004-05-12 R1: The FAA is revising an existing airworthiness directive (AD) for certain Bombardier Model CL-600-2B19 (Regional Jet Series 100 & 440) airplanes. That AD currently requires repetitive inspections of the left and right engine throttle control gearboxes for wear, and corrective action if necessary. This AD limits the applicability of the existing AD, extends the compliance time for the initial inspection, and clarifies the reporting requirement. This AD is prompted by numerous failures of the engine throttle control gearbox, some of which resulted in an in-flight engine shutdown. We are issuing this AD to prevent excessive wear of the gearboxes and subsequent movement or jamming of the engine throttle; movement of the throttle towards the idle position brings it close to the fuel shut-off position, which could result in an in-flight engine shutdown.
2012-14-05: We are adopting a new airworthiness directive (AD) for all Airbus Model A318, A319, and A320 series airplanes. This AD was prompted [[Page 41887]] by reports of unsuccessful slide deployments during scheduled deployment tests, and failed functional tests of the release travel of the slide release mechanism. This AD requires inspecting the off-wing slide release cables on the left- and right-hand sides to determine whether a certain part number is installed, and replacement if necessary. We are issuing this AD to prevent non-availability of left- or right-hand off-wing exit slides that could impair emergency evacuation of the passengers and flightcrew, and could result in personal injuries.
55-18-01: 55-18-01 CONVAIR: Applies to All Models 240 and 340 Aircraft. Compliance required as soon as practicable but not later than January 1, 1957. 1. Because of instances of inadvertent propeller reversing due to malfunctioning of the solenoid operated throttle locks and improper operation of throttles at time of touchdown on landing, a more positive means of preventing inadvertent movement of the throttles into the reverse segment of the throttle quadrant must be installed. 2. This modification consists of the installation of a protective device which will require a separate and distinct motion by the flight crew member accomplishing the reversing, in order to place the throttles in the reverse pitch range. It must also provide safeguards against disarming or unlocking of this protective device when the throttle levers are further forward than idle setting or, if it is possible to unlock at a forward power setting; movement of the throttles toward idle from slow cruise orlanding gear warning positions shall reengage the lock prior to reaching the idle position. 3. Convair Bulletins Numbers 240-460A and 340-141A covering this modification are an acceptable method of compliance. Alternate designs may be acceptable if the objectives of this directive, as expressed in paragraph 2 have been met. However, because of the many technical considerations involved, all alternate methods of accomplishing this modification should be referred to FAA for engineering evaluation and approval.
47-30-03: 47-30-03 CESSNA: (Was Mandatory Note 13 of AD-722-5.) Applies to All UC-78 and AT-17 Series Airplanes. Compliance required prior to October 15, 1947. Inspect the wing of 5,400- and 5,700-pound gross weight airplanes to determine that the wing has been properly identified as a 5,700-pound wing. The 5,700-pound wing has the following salient identification features: (a) Laminated (8 to 10 ply) birch plywood reinforcement on the rear face of the rear spar (instead of spruce block found on the 5,100-pound wing) extending continuously through the center section from nacelle to nacelle. Ends of this plywood plate are scarfed out just inboard of each nacelle bearing block. (b) Continuous plywood flanges 1 to 1 1/2 x 1/16-inch are found on both sides of the lower cap strips of wing ribs between the front and rear spars on 5,700-pound wings. 5/16 x 5/16 found in the 5,100-pound wing. (c) The diagonal in nose ribs of the 5,700-pound wing is 5/16 x 7/16 insteadof 5/16 x 5/16 found in the 5,100-pound wing. (Wings which cannot be identified as outlined above are not eligible for certification above 5,100 pounds gross weight.)
98-24-11: This amendment adopts a new airworthiness directive (AD) that applies to certain Mooney Aircraft Corporation (Mooney) Models M20B, M20C, M20D, M20E, M20F, M20G, M20J, M20K, M20L, M20M, and M20R airplanes. This AD requires inspecting the aileron control links for the installation of a reinforcing gusset; and, if no gusset is installed, repetitively inspecting the aileron control links (left-hand and right-hand) for cracks. If cracks are found, this AD requires replacing the aileron control links with parts of improved design. This AD is the result of service difficulty reports (SDR's) on the aileron control links and reported failures of the aileron control links. The actions specified by this AD are intended to detect and correct cracked aileron control links, which could result in loss of aileron control with consequent loss of control of the airplane.
2004-13-01: This amendment supersedes an existing airworthiness directive (AD) that applies to Dowty Aerospace Propellers (Dowty) Type R334/4-82-F/13 propeller assemblies. That AD currently requires a one-time ultrasonic inspection of propeller hubs, part number (P/N) 660709201, for cracks. This amendment requires initial and repetitive ultrasonic inspections of propeller hubs, P/N 660709201, that are installed on airplanes, and for hubs and propellers in storage, initial ultrasonic inspection of propeller hubs before placing in service. Propeller hubs, P/N 660709201, are installed on Type R321/4-82-F/8, R324/4-82-F/9, R333/4-82-F/12, and R334/4-82-F/13 propeller assemblies. This amendment results from the manufacturer's reevaluation of potential hub failure on Type R321/4-82-F/8, R324/4-82-F/9, R333/4-82-F/12, and R334/4-82-F/13 propeller assemblies. We are issuing this AD to prevent propeller hub failure due to cracks in the hub, which could result in loss of control of the airplane.