Results
97-16-04: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Saab Model SAAB SF340A and SAAB 340B series airplanes, that currently requires inspections to detect improper connections of the wire harness installation to the cartridges of the fire extinguishers in the engine nacelles, correction of any discrepancy, and modification of the wiring. This amendment adds a revised modification of that wiring, which, if accomplished, would terminate the inspections currently required by the existing AD. This amendment is prompted by reports indicating that, due to the removal of a certain clamp during maintenance, these fire extinguisher cartridges still could be connected incorrectly after the modification required by the existing AD has been accomplished. The actions specified by this AD are intended to prevent incorrect wiring of the cartridges, which would result in inability of the fire extinguishers to jointly discharge extinguishing agent into anacelle in the event of an engine fire.
97-15-17: This amendment adopts a new airworthiness directive (AD), applicable to certain Saab Model SAAB 2000 series airplanes, that requires replacing the Abex alternating current (AC) electric motor with a new modified Abex AC electric motor having an improved fan. This amendment is prompted by reports indicating that the integrated hydraulic package (IHP) unit stopped functioning during flight because the fan on the AC electric motor came into contact with the housing of the motor due to inadequate clearance. The actions specified by this AD are intended to prevent loss of IHP function, which, if combined with other hydraulic system failures, could result in reduced controllability of the airplane.
76-20-07: 76-20-07 BELLANCA: Amendment 39-2738. Applies to Bellanca CH, CH-300 Pacemaker, 300-W Pacemaker, CH-400 Skyrocket, E Pacemaker, F. Skyrocket, 14-9, 14-9L, 14- 12F-3, 14-13, 14-13-2, 14-3-3, 14-13-3W, 31-42 Pacemaker Aircraft, certificated in all categories. To prevent failure of forward or aft wing spars due to wood decay caused by water collecting in the wing, accomplish the following: Prior to the next flight after receipt of this AD unless already accomplished, and at each annual inspection thereafter, perform the following or an approved equivalent inspection: (a) Using a blunt tool (e.g. screwdriver handle) tap along the entire length of the upper and lower skin directly over the front and rear spars starting inboard of the root rib. A decayed area will emit a sound that has a discernible difference in quality in comparison to an undecayed section. Fabric covered wings can be inspected by depressing the fabric over the spar prior to tapping. A suspected area mustbe inspected visually through available skin access holes, or cut outs in the skin. The front face of the rear spar and the front spar must also be checked by inserting an awl through the drain holes on the lower surface of the wing and tapping. (b) Using a light and mirror, inspect the interior of the wings for moisture, water stains, pooled dust or dirt which may indicate previously collected water, wood discoloration, woodchecks, delamination of surfaces and corrosion of metallic surfaces. The inspection will include among other areas: 1. Inboard of root rib including the ends of front and rear spar and spar attachment and the inside surface of top and bottom skin and root rib. 2. Forward face of front spar visible through gap between fuselage and lower wing surface. 3. Forward face of rear spar to root rib, visible through gap between fuselage and lower wing surface. 4. Aft face of rear spar, visible through lightening holes or cut-outs after flaps are removed. For airplanes not equipped with flaps a skin cut-out on the bottom wing may be used. 5. Flap stops for airplanes so equipped. 6. Forward face of front spar in the vicinity of landing light for airplanes so equipped. 7. The plywood wing skin interior for airplanes so equipped. 8. Interior of wing at trailing edge where fabric terminates including the area around the flaps for airplanes so equipped. 9. Inspect for restriction in all drain holes in wing bottom surface. 10. Inspect the seal (e.g. fabric fillet, channel rubber with compatible sealant etc.) at the intersection of the fuselage and top wing skin leading edge fairing. 11. Inspect for serviceability of the seal (e.g. doped fabric fillet, silicone rubber sealant, etc.) between the fuel tank scupper and wing skin. 12. The spar butt ends. (c) On the exterior surfaces of the wing, inspect for any damage that may allow water entry such as cracks or breaks in the paint,bubbles, discoloration, boils, soft spots or other evidence of fabric deterioration or fabric delamination from wood skin. Include in the inspection the wing root area, top and bottom surfaces of front and rear spars inboard of landing gear, wing walk area for airplanes so equipped and the top and bottom of the fuel tank area. (d) If any defects set forth in paragraph (b) and (c) are detected, repairs must be accomplished in accordance with FAA-approved standard practice AC 43-13-1A or an equivalent repair approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region, prior to further flight, except that the airplane may be flown in accordance with FAR 21.197 to a base where the repair can be performed. (e) All skins that are cut out in accordance with paragraph (a) must be repaired in accordance with paragraph (d). This amendment is effective October 8, 1976 and was effective upon receipt for all recipients of the airmail directive of July 14, 1976.
2011-24-04: We are adopting a new airworthiness directive (AD) for certain Model DC-10-10, DC-10-10F, and MD-10-10F airplanes. This AD was prompted by reports of three instances of fuel leaks in the lower cap splice of the wing rear spar at station Xors=409. Investigation revealed the fuel leak was due to a crack in the lower cap. If not corrected, this condition could result in fuel leaks or cracking of the lower wing skin and structure, causing possible inability of the structure to sustain the limit load and adversely affecting the structural integrity of the airplane. This AD requires repetitive inspections for cracking on the lower cap of the rear spar of the left and right wings between stations Xors=417 and the outboard edge of the lower cap splice of the wing rear spar at station Xors=400; temporary and permanent repairs if necessary; and repetitive inspections of repaired areas, and corrective actions if necessary. We are issuing this AD to correct the unsafe condition on these products.
2012-02-07: We are superseding two existing airworthiness directives (ADs) for General Electric Company (GE) CF6-45 and CF6-50 series turbofan engines with certain low-pressure turbine (LPT) rotor stage 3 disks installed. The existing ADs currently require inspections of high- pressure turbine (HPT) and LPT rotors, engine checks, and vibration surveys. This new AD retains the requirements of the two ADs being superseded, adds an optional LPT rotor stage 3 disk removal after a failed HPT blade borescope inspection (BSI) or a failed engine core vibration survey, establishes a new lower life limit for the affected LPT rotor stage 3 disks, and requires removing these disks from service at times determined by a drawdown plan. This AD was prompted by the determination that a new lower life limit for the LPT rotor stage 3 disks is necessary. 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 theairplane.
97-15-14: This amendment adopts a new airworthiness directive (AD) that applies to Industrie Aeronautiche e Meccaniche Rinaldo Piaggio S.p.A. (Piaggio) Model P-180 airplanes. This action requires inspecting for cracks around the vertical pin and the torque tube bottom flange of the rudder, and the fasteners that connect the torque tube to the bottom flange (torque tube bottom flange assembly). If cracks are not found, repetitively inspect until cracks are visible. If cracks are evident, this action requires modifying the rudder torque tube bottom flange assembly by replacing the cracked part with a part of improved design, which terminates the repetitive inspection. This AD is the result of several reports of fatigue cracks around the pin that vertically supports the rudder axle. The actions specified by this AD are intended to prevent fatigue cracks in the rudder torque tube bottom flange, which could result in loss of rudder control and possible loss of the airplane.
2012-02-11: We are superseding an existing airworthiness directive (AD) for [[Page 4649]] all RR RB211-535E4-37, -535E4-B-37, -535E4-B-75, and -535E4-C-37 turbofan engines. That AD currently requires performing initial and repetitive visual and fluorescent penetrant inspections (FPI) of the low-pressure (LP) turbine stage 1, 2, and 3 discs to detect cracks in the discs. This new AD continues to require those inspections and changes the definition of a shop visit to be less restrictive. This AD was prompted by our finding that the definition of shop visit in the existing AD was too restrictive. We are issuing this AD to revise the definition of shop visit and to detect cracks in the LP turbine stage 1, 2, and 3 discs, which could result in an uncontained release of LP turbine blades and damage to the airplane.
97-15-11: This amendment supersedes an existing airworthiness directive (AD), applicable to Avco Lycoming and Textron Lycoming reciprocating engines, that currently requires removal from service of defective piston pins, and replacement with serviceable parts. This amendment adds additional affected engine models that may have defective piston pins installed, and references a revised service bulletin. This amendment is prompted by the determination that additional engine models may have defective piston pins installed. The actions specified by this AD are intended to prevent piston pin failure, which could result in engine failure.
97-11-13: This document makes a correction to Airworthiness Directive (AD) 97-11-13, which was published in the Federal Register on May 29, 1997 (62 FR 28999), and concerns Fairchild Aircraft SA226 and SA227 series airplanes. The date of Fairchild Service Bulletin (SB) 227-24-008 is incorrectly referenced in paragraph (a) of this AD. All other reference is correct. The AD currently requires modifying the electrical power generation system. This action corrects the AD to reflect the right date for Fairchild SB 227-24-008 throughout the entire document.
97-08-06 R1: This document clarifies information in Airworthiness Directive (AD) 97-08-06 that applies to Louis L'Hotellier S.A. (L'Hotellier) ball and swivel joint quick connectors installed on gliders and sailplanes that are not equipped with a "Uerling" sleeve or an LS-safety sleeve. These connectors allow the operator of the gliders and sailplanes to quickly connect and disconnect the control systems during assembly and disassembly for storage purposes. AD 97-08-06 currently requires enlarging the safety pin guide hole diameter, and fabricating and installing a placard that specifies the requirement of securing the control system connectors with safety wire, pins, or safety sleeves prior to each flight. The actions specified in that AD are intended to prevent the connectors from becoming inadvertently disconnected, which could result in loss of control of the sailplane or glider. This document clarifies the applicability and modification instructions of AD 97-08-06 by including additional instructions to accomplish the same actions. This correction of the AD results from several operators expressing uncertainty about the applicability and modification instructions.