Results
66-13-03: 66-13-03 FAIRCHILD: Amdt. 39-232 Part 39 Federal Register May 12, 1966. Applies to Model F-27 Series Airplanes. Compliance required within the next 350 hours' time in service after the effective date of this AD, unless already accomplished. To prevent failure of both inverters and resulting loss of essential load circuits due to a failure of a common ground, accomplish the following: (a) For airplanes with inverter ground circuits conforming to Fairchild Drawing 27-740027 including EAI No. 1, or that have been modified in accordance with Fairchild Service Bulletin No. 34-4, dated November 5, 1959, modify the inverter ground circuit in accordance with the "Accomplishment Instructions" of Fairchild Service Bulletin 34-9, dated December 16, 1965, or later FAA-approved revision, or an FAA-approved equivalent. (b) For airplanes with inverter ground circuits conforming to Fairchild Drawing 27-740027 not including EAI No. 1, and that have not been modified in accordance with Fairchild Service Bulletin No. 34-4, dated November 5, 1959, modify the inverter ground circuit in accordance with Fairchild Service Bulletins 34-4, dated November 5, 1959, or 34-9, dated December 16, 1965, or later FAA-approved revisions, or an FAA-approved equivalent. (c) Upon request of the operator an FAA maintenance inspector, subject to the prior approval of the Chief, Engineering and Manufacturing Branch, FAA Eastern Region may adjust the compliance time specified in this AD to permit compliance at an established inspection period of the operator, if the request contains substantiating data to justify the increase for that operator. This directive effective June 11, 1966.
58-11-02: 58-11-02 LOCKHEED: Applies to All Model 18 Aircraft. Compliance required as indicated. A number of reports has been received relative to cracks in the welds of the drag strut yoke (P/N XY450-2L-1) on the main landing gear. These cracks, as they progress, result in continuing reduction in the strength of the landing gear and hence render the landing gear unairworthy. It is, therefore, necessary to inspect the main landing gear for cracks in the area indicated as follows: 1. Not later than July 1, 1958, and at each 500 hours of operation thereafter inspect the main landing gear by means of dye penetrant, magnetic particle or equivalent. 2. At each 100 hours of operation conduct a visual inspection using an 8-power magnifying glass or equivalent. In the event cracks are found, the oleo strut must be replaced. If the oleo strut is replaced by a new part the above inspections need not be resumed until after 3,000 hours of service. For the purpose of compliancewith this airworthiness directive, X-ray inspection is not considered an equivalent of dye penetrant or magnetic particle inspection. This supersedes AD 58-07-02.
2010-13-10: The FAA is adopting a new airworthiness directive (AD) for certain serial numbers (S/Ns) of Ontic Engineering and Manufacturing, Inc. propeller governors, part numbers (P/Ns) C210776, T210761, D210760, and J210761. This AD requires removal of the affected propeller governors from service. This AD results from three reports received of failed propeller governors. We are issuing this AD to prevent loss of propeller pitch control, damage to the propeller governor, and internal damage to the engine, which could prevent continued safe flight or safe landing.
99-22-03: This amendment adopts a new airworthiness directive (AD), applicable to certain British Aerospace BAe Model ATP airplanes, that requires repetitive inspections to detect chafing on the fuel manifold drain hose and the adjacent access panel; and corrective actions, if necessary; and installation of a protective spiral wrap on the fuel manifold drain hose. This amendment also provides for an optional terminating action for the repetitive inspections. This amendment is prompted by reports of chafing between the fuel manifold drain hose and the access panel due to contact between the two components over time. The actions specified by this AD are intended to prevent chafing within the engine nacelle, which could result in flammable fluid leaking into a zone that contains ignition sources.
97-04-08: This amendment adopts a new airworthiness directive (AD), applicable to certain Fokker Model F27 Mark 050, 100, 200, 300, 400, 600, and 700 series airplanes, that requires an ultrasonic inspection to determine if certain tubes are installed in the drag stay units of the main landing gear (MLG), and various follow-on actions. This amendment is prompted by a report that, due to fatigue cracking from an improperly machined radius of the inner tube, a drag stay broke, and, consequently, lead to the collapse of the MLG during landing. The actions specified by this AD are intended to prevent such fatigue cracking, which could result in reduced structural integrity or collapse of the MLG.
2008-01-01: This document publishes in the Federal Register an amendment adopting airworthiness directive (AD) 2008-01-01 that was sent previously to all known U.S. owners and operators of certain Model 737- 200, -300, -400, -500, -600, -700, -800, and -900 series airplanes; Model 747-400 series airplanes; Model 757-200 and 757-300 series airplanes; Model 767-200, 767-300, and 767-400ER series airplanes; and Model 777-200 series airplanes by individual notices. This AD requires replacing a certain flight deck door feature and revising the modification record placard. This AD is prompted by a report indicating that the feature of the flight deck door is defective. We are issuing this AD to prevent failure of this feature, which could jeopardize flight safety.
2010-13-08: We are adopting a new airworthiness directive (AD) to supersede AD 2006-08-09, which applies to all Air Tractor, Inc. (Air Tractor) Models AT-802 and AT-802A airplanes. AD 2006-08-09 currently requires you to repetitively inspect (using the eddy current method) the two outboard fastener holes in both of the wing main spar lower caps at the center splice joint for cracks and repair or replace any cracked spar cap. Since we issued AD 2006-08-09, we have determined we need to clarify the serial numbers (SNs) of the Models AT-802 and AT- 802A airplanes affected by that AD. Additionally, we are adding an option of modifying the wing main spar lower caps to extend the safe life limit on the affected airplanes. Consequently, this AD would keep the actions of AD 2006-08-09, clarify the affected SNs, and add a modification option to extend the safe life limit. We are issuing this AD to detect and correct cracks in the wing main spar lower cap at the center splice joint, which could result in failure of the spar cap and lead to wing separation and loss of control of the airplane. DATES: This AD becomes effective on July 28, 2010. As of April 21, 2006 (71 FR 19994, April 19, 2006) the Director of the Federal Register approved the incorporation by reference of Snow Engineering Co. Process Specification 197, page 1, revised June 4, 2002; pages 2 through 4, dated February 23, 2001; and page 5, dated May 3, 2002; Snow Engineering Co. Process Specification 204, Rev. C, dated November 16, 2004; Snow Engineering Co. Service Letter 215, page 5, titled "802 Spar Inspection Holes and Vent Tube Mod,'' dated November 19, 2003; Snow Engineering Co. Service Letter 240, dated September 30, 2004; Snow Engineering Co. Drawing Number 20975, Sheet 2, Rev. A, dated September 1, 2004; Snow Engineering Co. Drawing Number 20975, Sheet 3, dated January 6, 2005; and Snow Engineering Co. Drawing 20995, Sheet 2, Rev. C, dated September 28, 2004, listed in this AD.
2009-23-51: This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) 2009-23-51, which was sent previously to all known U.S. owners and operators of Sikorsky Aircraft Corporation (Sikorsky) Model S-92A helicopters by individual letters. This AD requires cleaning and inspecting each main gearbox (MGB) assembly mounting foot pad and rib for a crack and corrosion. If you do not find a crack, the AD requires applying a corrosion preventive compound. If you find a crack, the AD requires replacing the MGB before further flight. If you find corrosion, bubbled paint, or paint discoloration, the AD also requires you to repair the MGB before further flight. This amendment is prompted by reports of cracks in the MGB mounting foot pads and foot ribs. This condition, if not detected, could result in loss of the MGB and subsequent loss of control of the helicopter.
57-20-04: 57-20-04 VICKERS: Applies to All Viscount 700 Series Aircraft Equipped With 14-Inch Stroke Oleos. Compliance required as indicated. As a result of investigations and tests by Vickers it has been found necessary to limit the life of the trunnion pins and bearing bolts of the main landing gear retraction jack (cylinder) assembly, right and left, Drawing No. 77450 sheet 7. Accordingly, Vickers-Armstrong insured the following corrective measures with concurrence of the British Air registration Board. The FAA concurs with this action and considers compliance therewith mandatory: 1. At the ram end of the retraction jack, attached to the landing gear actuating lever assembly, replace the trunnion fork end P/N 74450-99 and pin P/N 7450-101, at 2,500 flights; and bearing bolt P/N 74450-103 at 5,000 flights. On aircraft that have exceeded 2,500 flights a precautionary visual inspection for cracks on the trunnion P/N 74450-99 is required at the next daily inspection with particular attention being paid to the flat surfaces. If cracks are found the trunnion and pin and bearing bolt must be replaced before further flight. If no cracks are found, aircraft may continue flying provided the trunnion is visually inspected for cracks at every daily check until replaced. 2. At the retraction jack cylinder end, attached to structure joint assembly, replace the trunnion block P/N 74450-79, pin P/N 74450-81 and bearing bolt P/N 74450-341 or 74450- 83 at 7,000 flights.
2021-11-15: The FAA is adopting a new airworthiness directive (AD) for certain International Aero Engines AG (IAE) V2500 model turbofan engines. This AD was prompted by an analysis performed by the manufacturer after an event involving an uncontained failure of a high- pressure turbine (HPT) 1st-stage disk that resulted in high-energy debris penetrating the engine cowling. This AD requires the performance of an ultrasonic inspection (USI) of the HPT 1st-stage disk and HPT 2nd-stage disk and, depending on the results of the inspections, replacement of the HPT 1st-stage disk or HPT 2nd-stage disk. The FAA is issuing this AD to address the unsafe condition on these products.