Results
75-24-15: 75-24-15 DE HAVILLAND: Amendment 39-2438. Applies to de Havilland Aircraft of Canada Model DHC-6 airplanes serial nos. 290 through 427 with the exception of S/N 426, certificated in all categories and incorporating flitertronic type PC 15 or PC 15A inverters. Compliance is required within 25 hours time in service after the effective date of this AD unless already accomplished. To prevent a total loss of A.C. power in the airplane in the event of a fault occurring in an A.C. circuit inspect for and replace all slow blow fuses with the appropriate fast blow fuses in accordance with instructions contained in the de Havilland DHC-6 Service Bulletin No. 6/263, Revision D, dated September 30, 1974, or an equivalent method approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. Upon request with substantiating data submitted through an FAA Maintenance Inspector, the compliance time specified in this AD may be increased by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. This amendment is effective November 28, 1975.
2011-10-03: 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 occurrence of drill marks [has been found] at the lower ring region of the rear pressure bulkhead between [the] circumferential splice joint and rear skin located between stringers 12 and 13. These marks may result in formation of fatigue cracks accelerated by corrosion reducing the structural strength of the rear pressure bulkhead, which may cause a sudden decompression of the passenger cabin. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
72-07-10: 72-07-10 GRUMMAN-AMERICAN AVIATION CORPORATION: formerly American Aviation. Amendment 39-1421 as amended by Amendment 39-1893. Applies to American Aviation Models AA-1, AA-1A, and AA-1B certificated in all categories as listed below: Compliance required within the next 25 hours in service after the effective date of this Airworthiness Directive unless already accomplished within the last 75 hours and thereafter at intervals not to exceed 100 hours in service from the last inspection. a) To detect loose rivets in the shear link and excessive wear on the outer surface of the elevator bungee housing assembly, accomplish the following: 1) Visually inspect shear link for loose rivets. (Models AA-1, AA-1A, and AA-1B. 2) Visually inspect the bungee housing outer surface at the support bearing for excessive wear. (Models AA-1 and AA-1A only.) b) Loose rivets or bungee housing outer surface worn more than 0.016 inches deep must be replaced with a part of the same part number or a Federal Aviation Administration approved equivalent part before further flight, except that the airplane may be flown in accordance with FAR 21.197 to a base where the repair can be performed. c) Upon submission of substantiating data by an owner or operator through a Federal Aviation Administration Maintenance Inspector, the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Great Lakes Region, may adjust the repetitive inspection interval specified in this airworthiness directive. Federal Aviation Administration approved equivalent parts will be approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Great Lakes Region. NOTE: American Aviation Service Letter No. 71-11A covers this same subject. Amendment 39-1421 became effective April 6, 1972. This Amendment 39-1893 becomes effective July 10, 1974.
79-19-05: 79-19-05 BELLANCA: Amendment 39-3551. Applies to all Bellanca Model 14-13 aircraft, certificated in all categories. Compliance required within the next 10 hours in service after the effective date of this AD, unless already accomplished. Inspect the aileron control system for correct rigging and proper operation. If reversal of control system is detected, rerig the system correctly. NOTE: Do not use the Bellanca 14-13 Handbook for guidance in rigging procedure as the aileron system depicted on page 14, Figure 11, is shown in reverse. This amendment is effective September 10, 1979.
52-03-01: 52-03-01\tRANGER: Applies to All 6-440-C Series Engine Models. \n\tTo be accomplished as indicated. \n\tTo preclude the failure of cast pistons, the following inspections and modifications should be accomplished at engine overhaul or when installing new or replacement pistons. \n\t1.\tInspection. \n\t\t(a)\tInspect pistons by the fluorescent penetrant inspection method, or an equivalent, for cracks especially in areas around the piston pin boss and on the reinforcing web inside the piston. If cracks are found in these locations, the piston should be discarded. \n\t\t(b)\tInspect pistons to ascertain if a 3/32-inch radius has been added at the inner ends of the ID of the piston pin bosses. Pistons which do not incorporate this radius should be modified as shown in Figure 1 in order to relieve stress concentrations. Pistons with cracks in this location which cannot be removed by the following modification should be discarded also. \n\n\n\n\t2.\tModification. \n\tAfter thoroughly cleaning the piston, place it head down on the bench; insert cutter No. AT-390, or an equivalent, between the piston pin bosses, facing in the direction of the boss to be cut. Insert handle No. AT-391, or an equivalent, through the opposite boss and engage with cutter. Cut radius by rotating cutter in a clockwise direction until the outer end of the 3/32-inch radius blends into the surface at the end of the piston pin boss. \n\tRepeat this procedure for the opposite piston pin boss. \n\tBlending tools No. AT-390 and AT-391 are no longer available from the engine manufacturer. \n\t(Drawings for these tools may be obtained from Fairchild Engine and Airplane Corp., Farmingdale, Long Island, N.Y.)
2011-09-16: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by the aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: It has been reported by DG-808 C owners that the bolt at the landing gear control bellcrank was found mounted in the wrong direction. Further investigations have shown that in such situation, the bolt could interfere and damage: --The air brake control pushrod, and --The wing flap control pushrod if the landing gear is operated with negative flap settings. This condition, if not detected and corrected, may lead to reduce the controllability of the powered sailplane. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
68-15-03: 68-15-03 BRITISH AIRCRAFT CORPORATION: Amendment 39-621. Applies to Viscount 744 and 745D airplanes. Compliance required as indicated, unless already accomplished. To prevent fatigue damage to the horizontal stabilizer top spar root joint fittings, P/N 70118-231/232 (Pre Mod. D. 3190) and P/N 70118-671/672 (Post Mod. D. 3190), accomplish the following: (a) Inspect the horizontal stabilizer top spar root joint fittings for cracks in accordance with British Aircraft Corporation PTL No. 264, Issue 2, dated February 12, 1968 (700 Series) or later ARB-approved issue, or an FAA-approved equivalent, as follows: (1) For fittings which have been involved in 11,500 or more landings on the effective date of this AD, within the next 500 landings, unless already accomplished within the last 2,500 landings, and thereafter at intervals not to exceed 3,000 landings for the last inspection. (2) For fittings which have been involved in less than 11,500 landings on the effective date of this AD, prior to the accumulation of 12,000 landings and thereafter at intervals not to exceed 3,000 landings from the last inspection. (b) After each inspection under paragraph (a), replace all cracked fittings with new fittings of the same part number before further flight. (c) For the purpose of complying with this AD, subject to acceptance by the assigned FAA maintenance inspector, the number of landings may be determined by dividing each airplane's hours' time in service by the operator's fleet average time from takeoff to landing for the airplane type. This superseded Amendment 39-371 (32 F.R. 4306), AD 67-9-5. This amendment becomes effective August 15, 1968.
2011-08-03: 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: An operator has reported cracks on the aft hinge FWD [forward] fittings of the NLG [nose landing gear] aft doors (Right Hand (RH) side or Left Hand (LH) side). The cracks extended by approximately 15 millimetres from the upper hole to the edge of the fittings. * * * Cracks on the NLG aft door fittings, if not corrected, could lead to the loss in flight of the door, possibly resulting in injury to persons on the ground or aeroplane damages. * * * * * This AD requires actions that are intended to address the unsafe condition described in the MCAI.
59-21-02: 59-21-02 LOCKHEED: Applies to All Model 188 Series Aircraft. Compliance required as indicated. Due to repeated loosening of wing leading edge attachment screws between the fuselage and the outboard nacelles, the following inspections shall be conducted: (a) At each 50 hours of service time, visually inspect the leading edge attachment screws, top and bottom, from the fuselage to the outboard nacelles, paying particular attention to screws adjacent to nacelles. Tighten any screws found loose. (b) At 300-hour intervals retighten all affected screws to 25 to 40 inch-pounds torque. The above inspection program may be discontinued upon the removal of the NAS 517-3 screws from all leading edge attachments, top and bottom, and the installation of LPHT 517-3 screws. Torque all new leading edge attaching screws to 45-55 inch-pounds. (Lockheed Service Bulletin 88/SB-334 covers this same subject.) NOTE: LPHT-517 refers to Lockheed Specification for a Long-Lok, Polyvinyl insert, High torque screw.
2011-07-05: 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: \n\n\n\tCracks have been found on seat backrest links P/N (part number) 90-000200-104-1 and 90-000200-104-2. These cracks can significantly affect the structural integrity of seat backrests. * * * \n\n\n\tFailure of the backrest links could result in injury to an occupant during emergency landing conditions. We are issuing this AD to require actions to correct the unsafe condition on these products.