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2011-17-03: 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: [T]he Federal Aviation Administration (FAA) has published Special Federal Aviation Regulation (SFAR) 88, and the Joint Aviation Authorities (JAA) has published Interim Policy INT/POL/25/ 12. The review conducted by Fokker Services on the Fokker F28 Type Design in response to these regulations revealed that, under certain failure conditions, a short circuit may develop in the collector tank level float switch wiring. Such a short circuit may result in an ignition source in the tank vapour space. This condition, if not corrected, could result in a wing fuel tank explosion and consequent loss of the aeroplane. * * * * * We are issuing this ADto require actions to correct the unsafe condition on these products.
98-24-24: This amendment adopts a new airworthiness directive (AD), applicable to certain MD-11 series airplanes, that requires a one-time visual inspection to detect discrepancies of the seat tracks and adjacent structure underneath lavatories, and repair, if necessary. This amendment also requires installation of a non-metallic barrier on the bottom of each lavatory foot fitting, and replacement of existing seat track fittings with new seat track fittings. This amendment is prompted by reports of galvanic corrosion found on the seat tracks at attachment points under certain lavatories. The actions specified by this AD are intended to prevent corrosion of seat tracks and adjacent structure. Corrosion of the seat tracks and adjacent structure could result in shifting of lavatories, which could lead to injury of passengers and crew, as well as damage to aircraft structure and systems.
60-24-04: 60-24-04 SIKORSKY: Amdt. 221 Part 507 Federal Register November 11, 1960. Applies to All S-58 Helicopters. Compliance required within the next 50 hours' time in service after effective date. Complete loss of electrical power and excessive battery fumes have resulted from the breakage of the cable connected to the L(plus) terminal of Eclipse Pioneer Voltage Regulator P/N 1597-1. In order to preclude the breakage of the L(plus) cable and the resulting loss of electrical power, the following is required unless already accomplished: (a) Remove the existing clamp securing the voltage regulator cables to the airframe at a distance of approximately 12 inches from the regulator base. (b) Install cable clamp MS 21919DG5, or equivalent, to secure the regulator cables to the regulator base utilizing an existing hole in the corner of the regulator base. This should be accomplished while providing enough cable slack to relieve tension on the terminal lugs but without changing the cable routing. (c) If, in some installations, there is an unduly long length of unsupported cable existing beyond the voltage regulator after compliance with (a) and (b), an additional clamp of the same type should be provided to attach the cable to the airframe with care being exercised so that the motion of the regulator on its shockmount is not restricted. (Sikorsky Service Bulletin No. 58B55-1 covers this same subject.) This directive effective November 28, 1960.
84-03-51: 84-03-51 BOEING VERTOL COMPANY: Amendment 39-4823. Applies to Boeing Vertol Model 234 series helicopters certificated in all categories. Compliance is required as indicated. To prevent possible hazards in flight associated with cracking of the main rotor head tie bars, accomplish the following: (a) Unless already accomplished, within the next 25 hours time in service from the effective date of this AD or before the accumulation of 450 hours time in service, whichever comes later, and thereafter as specified in paragraphs (c) and (d) of this AD, visually inspect for cracks in the forward main rotor tie bars P/N 114R21551 with serial numbers A13207 and below. If the letter "B" is shown after the serial number, this AD does not apply. (b) Unless already accomplished, within the next 25 hours time in service from the effective date of this AD or before the accumulation of 550 hours time in service, whichever comes later, and thereafter as specified in paragraphs (c) and (d) of this AD, visually inspect for cracks in the aft main rotor tie bars P/N 114R21551 with serial numbers A13207 and below. If the letter "B" is shown after the serial number, this AD does not apply. (c) After the initial inspections in paragraphs (a) and (b) or the inspections in paragraph (d), repeat visual inspections of tie bars at intervals not to exceed 450 hours time in service for tie bars in paragraph (a) and 550 hours time in service for paragraph (b). (d) Whenever a main rotor head is disassembled to inspect or replace the hub, horizontal hinge pin, or pitch shaft, conduct the inspection of tie bars specified in paragraph (a) or (b). (e) Remove from service tie bars having a crack and replace with a serviceable part prior to further flight. (f) An equivalent method of compliance with this AD may be used when approved by the Manager, New York Aircraft Certification Office, 181 South Franklin Avenue, Valley Stream, New York 11581. (g) In accordance with FAR 21.197, flight is permitted to a base where the requirements of this AD may be accomplished. This amendment becomes effective March 14, 1984, as to all persons except those persons to whom it was made immediately effective by telegraphic AD No. T84-03-51 issued January 27, 1984, which contained the amendment.
2005-25-16: The FAA is adopting a new airworthiness directive (AD) for certain EMBRAER Model ERJ 170 airplanes. This AD requires doing a general visual inspection of the passenger seat track attachments to determine if the attachment rod is installed and to check the torque value of the attachment bolts, and doing any corrective actions if necessary. This AD results from the finding of missing rods, which attach the passenger seat tracks to the airplane structure to absorb loads. We are issuing this AD to detect and correct missing attachment rods, which could result in reducing the ability of the seat to withstand a hard landing or rejected takeoff and possible injury to passengers.
98-24-26: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 747-400 series airplanes, that requires replacing the cam assembly, cam bellcrank assembly, and thrust reverser control switch actuator on all four thrust levers with new components. This amendment is prompted by a report of an uncommanded automatic retraction of the leading edge flaps during takeoff. The actions specified by this AD are intended to prevent such uncommanded automatic retraction, which would seriously degrade liftoff and climb capabilities, and could result in near-stall conditions at a critical phase of the flight.
60-04-04: 60-04-04 LOCKHEED: Amdt. 101 Part 507 Federal Register February 13, 1960. Applies to All Models 049, 149, 649 and 749 Series Aircraft Which Have the Cleveland Pneumatic Model 8298 Series Main Landing Gear Struts Installed With the Removable Side Brace Attachment Collar. Compliance required as indicated. Due to fatigue failures found in the above main landing gear outer cylinder, the following inspections and rework must be accomplished on all main landing gears which have accumulated 25,000 or more hours' time in service. (a) Unless already accomplished in the last 1,000 hours' time in service, within 400 hours' time in service inspect for cracks in the main landing gear outer cylinder surface, at the 0.125-inch radius of the shoulder against which the drag strut-side brace collar retaining nut bears, by means of one of the three methods in (b). Reinspect every 1,000 hours' time in service thereafter, until the rework in (c)(2) is accomplished. Outer cylinders with cracks must be replaced prior to further flight. Cracked cylinders may be returned to service after repair and rework is accomplished in accordance with (c). Rework on all uncracked outer cylinders must be accomplished in accordance with (c)(2) not later than the total accumulated hours' time in service indicated in (b). (b) Inspection and rework: (1) ULTRASONIC SHEAR WAVE DETECTION METHOD. This procedure may be used on cylinders with piston and oil in the cylinder or the cylinder only. Rework in accordance with (c)(2) must be accomplished within 4,000 hours' time in service if the ultrasonic method is used. (2) MAGNETIC PARTICLE DETECTION METHOD. This method requires removing and dismantling of the strut assembly. Rework in accordance with (c)(2) must be accomplished within 4,000 hours' time in service if the magnetic particle method is used. (3) RADIOGRAPHIC METHOD. This method requires the removal of the piston from the cylinder and complete 360 degree coverage. Reworkin accordance with (c)(2) must be accomplished within 3,000 hours' time in service if the radiographic method is employed. (c) Repair and rework instructions: (1) Outer cylinders with cracks in the radius described in (a) and for a distance of 0.5 inch below the radius tangency point circumferentially around the cylinder may be repaired by grinding out to a maximum depth of 0.017 inch. Complete removal of cracks must be verified by magnetic particle inspection or equivalent. If cracks are completely removed as verified by such inspection, remove an additional 0.008 inch of material from the repaired area. Rework may be acceptable on outer cylinders with cracks that cannot be removed by grinding to a depth of 0.017 inch. Such cases may be submitted to the FAA for evaluation of the extent of cracking and to determine if rework is possible. Rework accomplished subsequent to such an evaluation must be in accordance with FAA approved repair instructions. (2) On all cylinders,whether cracks are found or not, rework the area described in (c)(1) as follows: (i) Clean and polish the above cylinder area to remove all tool marks and corrosion. (ii) Shotpeen the above area using steel shot 0.019-0.033-inch diameter to an intensity of 0.012-0.016 A(subscript 2) ALEMENT (Reference LAC Process Bulletin 217M, Revision 1). (d) Upon completion of the rework described in (c)(2), all Model 8298 cylinders shall be reinspected for cracks at periods not to exceed 9,000 hours' time in service using one of the inspection methods noted in (b). Cracked cylinders must be replaced prior to further flight. Cracked cylinders may be returned to service after repair and rework is accomplished in accordance with (c). (Lockheed Service Letter FS/239304 covers this same subject.) Revised April 9, 1960. Revised September 15, 1960.
62-20-02: 62-20-02 GENERAL DYNAMICS/CONVAIR: Amdt. 482 Part 507 Federal Register September 8, 1962. Applies to All Models 22, 22M and 30 Series Aircraft. Compliance required within the next 350 hours' time in service from the effective date of this AD, unless already accomplished. To prevent the aileron override spring from jamming in the compressed position if full opposition loads are applied to the lateral control system, the aileron override spring assembly shall be modified to incorporate a stop in accordance with General Dynamics/Convair Service Bulletins A27-56, A27-25, or A27-26 for the Models 22, 22M or 30, respectively, or in accordance with an FAA engineering approved equivalent. (General Dynamics/Convair Alert Service Bulletin A27-56 for the Model 22, A27-25 for the Model 22M, and A27-26 for the Model 30 cover this same subject.) This directive effective October 9, 1962.
61-14-03: 61-14-03 CONVAIR: Amdt. 301 Part 507 Federal Register July 7, 1961. Applies to All Model 22 (880) Aircraft Having Cartridge Assembly-Rudder Spring P/N 22-46223 Installed. Compliance required as indicated. One instance has occurred on the Model 22 (880) aircraft in which the cartridge assembly-rudder spring P/N 22-46223 seized due to corrosion and galling, resulting in limited rudder travel. The effects of this malfunction upon operational safety are such as to require accomplishment of the following: (a) Within the next 100 hours' time in service unless already accomplished in the last 220 hours' time in service, and at each 320 hours' time in service thereafter, conduct the following operational check: Lock the rudder flight tab and rudder in neutral position and operate the rudder pedals right and left until the cockpit stops are contacted 5 or more times. If any roughness in operation is noted, remove cartridge assembly-rudder spring P/N 22-46223, and replace with aP/N 22-46223 which has been inspected and found free of corrosion or galling and operationally checked, or a part reworked in accordance with the provisions of Convair Service Bulletin No. 27-33 and reidentified as P/N 22-46223-1, prior to further flight. (b) When the cartridge assembly-rudder spring is replaced with an assembly reworked in accordance with provisions of Convair Service Bulletin 27-33 and reidentified as P/N 22-46223-1, the inspection specified in (a) may be discontinued. (Convair Service Bulletin No. 27-33 covers this same subject.) This directive effective July 7, 1961.
98-24-04: This amendment adopts a new airworthiness directive (AD) that applies to certain SOCATA - Groupe AEROSPATIALE (SOCATA) Model TBM 700 airplanes. This AD requires repetitively inspecting (using visual methods) the web of the left and right flap carriage for cracks, and replacing any cracked flap carriage with one of improved design. The proposed AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for France. The actions specified by this AD are intended to detect and correct cracks in a flap carriage, which could result in loss of the flap function with consequent reduced and/or loss of airplane control.