Results
2006-09-03: The FAA is adopting a new airworthiness directive (AD) for all Boeing Model 727, 727C, 727-100, and 727-100C series airplanes. This AD requires repetitive inspections for cracks in the body skin and bear strap at the upper and lower hinge cutouts of the mid-cabin galley doorway, along the upper fastener row of the stringer 14R lap splice, and in the doorstop fitting adjacent to the upper hinge cutout; and corrective action if necessary. This AD also provides for optional terminating action for certain inspections. This AD results from reports of skin and bear strap cracking at the upper and lower hinge cutout and along the upper fastener row of the stringer 14R lap splice, and cracking in the doorstop fitting adjacent to the upper hinge cutout. There are also reports of cracking on airplanes previously modified in production to resist such cracking. We are issuing this AD to find and fix fatigue cracking of the fuselage, which could result in reduced structural integrity and consequent rapid decompression of the airplane.
69-26-02: 69-26-02 HAWKER SIDDELEY AVIATION, LIMITED: Amdt. 39-894. Applies to Heron Model D.H. 114 Airplanes. Compliance is required as indicated. To reduce the possibility of fatigue cracks developing in the engine mount pick-up wing straps located at the top outboard position of the left and right inboard engine-to-wing attachment structure, accomplish the following: (a) Within 50 hours' time in service after the effective date of this AD, unless already accomplished within the last 250 hours' time in service, remove the top cowling panel over the oil tank on the right and left inboard engine installations and visually inspect the upper outboard engine mounting pick-up wing straps for fatigue cracks using a dye penetrant method and in accordance with Hawker Siddeley Technical News Sheet, Series Heron 114, No. W.15, Issue 1, dated 27 October 1969, or an FAA-approved equivalent. (b) Within the next 300 hours' time in service after accomplishing the inspection required byparagraph (a), accomplish the following: (1) Remove and discard the two aft bolts and nuts which attach the upper outboard engine mount pick-up straps of the left and right inboard engine installation structure to the engine mounting pick-up fitting. (2) Accomplish the inspection required in paragraph (a). (3) Replace the bolts and nuts removed in accordance with subparagraph (1) with new bolts, P/N A.25/4E, and new nuts, P/N A.16Y/ET in accordance with Hawker Siddeley Technical News Sheet, Series Heron (114), No. W.15, Issue 1, dated 27 October 1969, or an FAA-approved equivalent. (c) Within the next 600 hours' time in service after compliance with paragraph (b) and thereafter at intervals not to exceed 600 hours' time in service since the last inspection, accomplish the inspection required by paragraph (a). (d) If cracks are found during any of the inspections required by paragraphs (a), (b), and (c) replace the cracked wing strap with a new strap in accordance with Hawker Siddeley Technical News Sheet, Series Heron (114), No. W.15, Issue 1, dated 27 October 1969, or an FAA-approved equivalent. This amendment becomes effective December 18, 1969.
2006-12-23: The FAA is superseding an existing airworthiness directive (AD) that applies to certain Boeing Model 737-100, -200, -200C, -300, - 400, and -500 series airplanes. The existing AD currently requires initial and repetitive inspections of the elevator tab assembly to find any damage or discrepancy; and corrective actions if necessary. This new AD adds certain new inspections and removes certain existing inspections. This AD results from additional reports of airframe vibrations of the elevator tab during flight on airplanes inspected per the existing AD; subsequently, considerable damage was done to the elevator tab, elevator, and horizontal stabilizer. In several incidents, a portion of the elevator tab separated from the airplane. We are issuing this AD to prevent excessive in-flight vibrations of the elevator tab, which could lead to loss of the elevator tab and consequent loss of controllability of the airplane. \n\nDATES: This AD becomes effective July 3, 2006. \n\n\tThe Director of the Federal Register approved the incorporation by reference of a certain publication listed in the AD as of July 3, 2006. \n\n\tOn February 19, 2002 (67 FR 1603, January 14, 2002), the Director of the Federal Register approved the incorporation by reference of Boeing Service Bulletin 737-55A1070, Revision 1, including appendices A, B, and C, dated May 10, 2001. \n\n\tWe must receive any comments on this AD by August 15, 2006.
73-20-04: 73-20-04 CESSNA: Amendment 39-1726. Applies to Model R172E (T-41B) Serial Numbers R172-0001 through R172-0256) airplanes. Compliance: Within 50 hours' time in service after the effective date of this AD, unless already accomplished. To prevent complete loss of engine power when using the fuel boost pump, accomplish the following: Modify the fuel boost pump electrical circuit by installing a new boost pump switch, electrical resistors, and placard in accordance with Cessna Service Letter No. SE73-24, dated August 24, 1973, and Service Kit SK172-43, or later FAA-approved revisions, or any equivalent method approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. This amendment becomes effective October 3, 1973.
73-20-02: 73-20-02 BOEING: Amendment 39-1722 as amended by Amendment 39-2763 is further amended by amendment 39-3393. Applies to all B-17F & G airplanes certificated in all categories. Compliance required within the next 25 hours' time-in-service or within 6 months after the effective date of this AD, unless already accomplished within the last 25 hours' time-in-service or 6 months, and thereafter at intervals not to exceed 50 hours' time-in-service or 12 months, whichever comes first, (from the last inspection). To detect cracking in the front spar lower cap center section, P/N 753424-2, accomplish the following: (a) Remove the most inboard bolt from the 8 bolt pattern attaching the front spar center section lower chord P/N 753424-2 to the terminal plates, P/N 56-3852-500 (aft) and 46-3852 (forward), left and right-hand sides. The bolt is approximately 8 inches inboard of the inboard jack pad. Using eddy current inspection procedures, or borescope methods in conjunction with dyepenetrants, inspect the front spar lower chord center section for cracks around the bolt hole in both the forward and aft wall of the tube. Particular attention should be given to the top and bottom portion of the tube. Removal of the bolt may necessitate installation of an access panel in the wing fillet fairing just forward of the front spar. The access panels may be installed using the procedures of FAA Advisory Circular 43.13-2. (b) If cracks are found, replace the spar cap with a serviceable part of the same part number, or repair in accordance with Army T.O. No. 01-20E-3 or other method approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. (c) After repairs per (b) have been accomplished, reinspect in accordance with (a) at intervals not to exceed 150 hours time-in-service or every 12 months, whichever comes first. (d) The bolt holes described in paragraph (a) above may be reamed .063 inch oversize for a close tolerance oversize bolt, provided no cracks are detected when the chords are inspected in accordance with paragraph (a) above using the eddy current inspection methods. Any holes reworked with the oversize bolts must be reinspected in accordance with (a) above within 1500 flight hours after such rework. Upon accumulation of 1500 flight hours on the reworked holes, the repeat inspection interval reverts to the interval specified in (c) above. (e) Any new replacement beam chords must be inspected within 2500 flight hours after installation and thereafter at intervals specified in paragraph (c) above. Amendment 39-1722 became effective upon publication in the Federal Register. Amendment 39-2763 became effective November 17, 1976. This amendment 39-3393 becomes effective January 26, 1979.
53-24-01: 53-24-01 GRUMMAN AIRCRAFT: Amendment 39-1264. Applies to all G-21A (Converted OA-9, JRF-1 through JRF-5 Under TC 654) Aircraft. Compliance required as indicated. 1. Within the next 50 hours in service after the effective date of the revision to this airworthiness directive, unless already accomplished within the last 50 hours' in service and at intervals thereafter not to exceed 50 hours' in service, accomplish Paragraph (3) for the stabilizer forward attachment fittings (P/N 12548 and P/N 12093). 2. Within the next 100 hours' in service after the effective date of this airworthiness directive, unless already accomplished within the last 100 hours in service and at intervals thereafter not to exceed 100 hours in service, accomplish paragraph (3) for the upper terminal (P/N 12561-1) of stabilizer strut (P/N 12560). 3. Inspect for cracks extending radially from the outside edge of the ears to the inside of the hole into which the shoulder bushings are pressed.Cracked parts must be replaced before further flight with parts inspected in accordance with this Directive or with equivalent parts approved by the Chief, Engineering and Manufacturing Branch, FAA, Southern Region. 4. Upon request with substantiating data submitted through an FAA Maintenance Inspector, the compliance times specified in this airworthiness directive may be increased by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. 5. (Grumman Aircraft Engineering Corporation Service Bulletin No. 21 dated March 17, 1948, and Customer Bulletin No. 5 dated October 30, 1953 cover this same subject). AD 53-24-01 which was to have been accomplished by January 15, 1954 supersedes AD 48-18-01. This amendment 39-1264 is effective August 17, 1971.
98-06-01: This amendment adopts a new airworthiness directive (AD), applicable to all Dassault Model Mystere-Falcon 50 series airplanes, that requires a one-time inspection of the clearances around the wiring harnesses of the right-hand electrical cabinet, and readjustment of the clearances, if necessary. This amendment will also require installation of protective strips on the wiring harnesses and equipment supports. This amendment is prompted by issuance of mandatory continued airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent interference between the wiring harnesses and adjacent equipment, support brackets, and structural elements, which could cause an electrical short circuit resulting in fire, and consequent loss of electrical power to essential flight systems.
2006-12-09: The FAA is superseding an existing airworthiness directive (AD), which applies to certain BAE Systems (Operations) Limited Model BAe 146 and Avro 146-RJ airplanes. That AD currently requires one-time inspections of the inner webs and flanges at frames 15, 18, 41, and 43 for evidence of corrosion or cracking; and corrective actions if necessary. This new AD instead requires new repetitive inspections and expands the area to be inspected. This new AD also expands the applicability and provides an optional action that would extend the repetitive inspection interval. This AD results from a report indicating that in some cases the inspections required by the existing AD revealed no damage, yet frame corrosion and cracking were later found during scheduled maintenance in the two forward fuselage frames 15 and 18. We are issuing this AD to prevent reduced structural integrity of the airplane.
73-16-01: 73-16-01 SIKORSKY: Amendment 39-1694. Pursuant to the authority of the Federal Aviation Act of 1958, as amended, delegated to me by the Administrator, the following airworthiness directive applicable to operators of Sikorsky S-55 series helicopters modified to incorporate AiResearch TSE331-3U-303N engines installed in accordance with Supplemental Type Certificate No. SH125-WE or SH127WE was effective immediately upon receipt of the telegram dated July 17, 1973. This directive is necessary because of the possibility of engine overspeed and resultant third stage turbine failure. Except as provided by FAR 21.197, the following is required prior to further flight: (a) Install a fuel bypass system in accordance with AiResearch Service Bulletin No. TSE331-73-5004 and Aviation Specialties Service Bulletin No. AS55-01-1, both dated July 16, 1973, or later FAA-Approved revisions thereto. (b) Incorporate the FAA-Approved Aviation Specialties Rotorcraft Flight Manual Revision3 dated July 17, 1973. (c) Equivalent modifications and rotorcraft flight manual revisions may be approved by the Chief, Aircraft Engineering Division, FAA Western Region. This amendment is effective July 31, 1973, for all persons except those to whom it was made effective immediately by telegram dated July 17, 1973.
2006-12-04: The FAA is adopting a new airworthiness directive (AD) for certain Viking Air Limited Model DHC-7 airplanes. This AD requires revising the FAA-approved Airworthiness Limitations section of the airplane maintenance manual to prohibit operation of the airplane past its designed life limit for the primary structure, which is 80,000 total flight cycles. This AD also requires contacting the FAA for approval of analysis that substantiates that the airplane is safe to continue operation beyond the designed life limit. This AD results from a report that the designed life limit for the primary structure for the affected airplanes is 80,000 total flight cycles. We are issuing this AD to prevent continued operation of an airplane beyond its designed life limit for the primary structure, which could result in reduced structural integrity of the airplane.