Results
2008-14-17: 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 fatigue tests (EF3) on the A340-600, multiple damage were found in the upper side shell structure at skin and frame (FR) 84 & 85 interface, from stringer 6 to 15 LH/RH. This damage occurred between 58,341 and 72,891 simulated Flight Cycles (FC). Due to the higher Design Service Goal and different design (e.g. skin thickness) for A330-200 and A340-300 aircraft series, the damage assessment concluded on [a] potential impact on these aircraft series. * * * * * The unsafe condition is loss of integrity of the upper shell structure of the fuselage. We are issuing this AD to require actions to correct the unsafe condition on these products.
2002-14-10: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model MD-11 and -11F airplanes, that requires replacing the wire harness support bracket of the integrated drive generator (IDG) of the forward engine mounts with a new support bracket, and modifying the angle of the bracket near the oil filter. The actions specified by this AD are intended to prevent arcing of the IDG wire harness, which could result in smoke and/or fire in the area of the forward engine mount bolt retainer and/or fire detector responder. This action is intended to address the identified unsafe condition.
56-27-03: 56-27-03 PIPER: Applies to Model PA-23, Serial Numbers 23-1 Through 23-800 Except 23-732, 23-736, 23-739, 23-740, 23-741, 23-769, 23-777, 23-784, 23-787, 23-794, 23-797 and 23-799. Compliance required by February 1, 1957. In order to prevent fatigue cracking in the aileron balance weight bracket at a point where the bracket tubes are welded to form a 90 degree angle, it will be necessary to remove both the right and left aileron balance weight brackets and reinforce them with gussets, Piper P/N 17126- 07 in accordance with the instructions and sketch contained in Piper Service Bulletin No. 149 dated December 10, 1956.
57-02-01: 57-02-01 FORNEY (ERCOUPE): Applies to All Models 415-C, -CD, -D, E, G and F-1 Aircraft. Compliance required at every 100 hours. There have been several failures of the rudder horn attachments. Experience has indicated that these failures are attributed to improper ground handling technique rather than to unusual flight loads. The design of the aircraft has placed the fins and rudders at the height which owners and operators have found convenient for pushing or pulling with their hands when moving the airplane in and out of hangers and along the ground. Such handling tactics will subject the surfaces to higher loads than those for which they are designed and should be avoided. The following inspection would be made and corrective action taken when necessary. A load of 10 pounds should be applied to the trailing edge of the rudder while the controls are locked in neutral position. The trailing edge should not deflect more than one-half inch, nor should there be evidence of a clicking noise occurring in the vicinity of the center rudder hinge when the rudder is deflected. If the deflection exceeds 1/2 inch, the control system should be checked to establish that the deflection is in the rudder. Once the deflection has been established as in the rudder or if a clicking noise is heard even though the deflection was less than 1/2 inch, the rudder should be removed and the main spar inspected for cracks. The outboard skin should also be removed sufficiently to inspect the rudder horn attaching structure and the roots of the rudder ribs for cracks or damage. Any parts found cracked or deformed should be replaced. (Except for the cracked rudder ribs, Ercoupe Service Bulletin No. 25, dated July 31, 1953, covers this same subject.) This supersedes AD 53-26-02.
2008-14-05: We are adopting a new airworthiness directive (AD) for Agusta S.p.A. (Agusta) Model A109E and A119 helicopters. 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 European Aviation Safety Agency (EASA), the Technical Agent for Italy, with which we have a bilateral agreement, states in the MCAI: "Some cases of interference between the hydraulic pipe, P/N 109-0761-65-103, and the tail rotor control rod assembly have been detected on Model A109E helicopters * * * The interference, if not corrected, could damage the hydraulic pipes and lead to the loss of the hydraulic system No. 1 in flight. This AD * * * is issued to extend the same mandatory corrective actions to A119 model due to its design similarity with A109E.'' This AD requires actions that are intended to address this unsafe condition.
53-24-04: 53-24-04 PIPER: Applies to PA-18, Serial Numbers 18-1 to 18-3000 Inclusive; PA-20, Serial Numbers 20-1 to 20-928 Inclusive; and PA-22, Serial Numbers 22-1 to 22-1689 Inclusive. Compliance required not later than February 1, 1954. In order to preclude the possibility of loss of fuel and hydraulic oil and fire in flight caused by chafing of these lines between the firewall and muffler, the following should be accomplished: (a) To prevent contact with the muffler, reroute the fuel primer line, and wheel brake hydraulic line if necessary, so that they do not pass behind the muffler. (b) Use clamps to fasten the lines to the firewall to prevent movement and vibration of these lines. (Piper Aircraft Corp. Service Letter No. 213 covers this alteration.)
2006-17-03: The FAA adopts a new airworthiness directive (AD) for certain Stemme GmbH & Co. KG (Stemme) Models S10, S10-V, and S10-VT sailplanes. This AD requires you to inspect the connection between the aileron push-rod and the connecting shaft to determine if a safety washer is installed. If there is no safety washer installed, this AD requires you to modify the aileron control assembly. This AD results from mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Germany. We are issuing this AD to prevent a loose bearing in the aileron control lever, which could result in separation of the aileron control system. Separation of the aileron control system could lead to loss of aileron control.
55-07-02: 55-07-02 PIPER: Applies to All Model PA-22 Aircraft Except Serial Numbers 22-2377, 22-2379, 22-2385, 22-2388, 22-2389, 22-2391, 22-2394 and Up. Compliance required by June 1, 1955. Numerous instances have been reported of cracking in the leading edge of the streamlined tube of the landing gear at the point where the tube joins the inboard end of the axle. To prevent future failures, this joint should be reinforced by welding a steel strap reinforcement. (Piper Service Letter No. 124 dated August 30, 1954, covers the same subject.)
51-19-02: 51-19-02 PIPER: Applies to Models PA-18 Serial Numbers 18-487 to 18-730 Inclusive; PA-20 Serial Numbers 20-554 to 20-690 Inclusive; and PA-22 Serial Numbers 22-1 to 22-90 Inclusive. Compliance required by August 31, 1951. Overage oil radiator hose was installed in an undetermined number of Piper airplanes. Inspect immediately to determine that the proper hose marked with a solid white line and a broken red line and AN H-35 or MIL H-6000 are installed. Defective hose are marked "Aromatic Resistant Gates Vulco" followed by a date with the opposite side marked by a solid white line and broken red line. All defective hose should be replaced as soon as possible but not later than August 31, 1951. (This information supersedes that in Piper Service Letter No. 165 dated March 23, 1951.)
2008-14-12: 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: To prevent the possible in-flight failure of the vertical fin, leading to loss of control of the aircraft * * * We are issuing this AD to require actions to correct the unsafe condition on these products.