Results
47-25-09: 47-25-09 BELLANCA: (Was Mandatory Note 6 of AD-773-05.) Applies to Models 14- 13, 14-13-2 Serial Numbers 1060 through 1560, Inclusive. Compliance required prior to August 1, 1947. Inspect the fin and stabilizer fittings to which the tail bracing tie rods attach for cracks and at each 25-hour inspection thereafter up to the next 100-hour check. Replace fitting if cracks are found not later than the next 100 hour check or September 1, 1947, whichever comes first and add reinforcing gussets. (Bellanca Service Bulletin No. 6 covers this same subject.)
47-30-04: 47-30-04 CESSNA: (Was Service Note 4 of AD-722-5.) Applies to T-50 Aircraft. Inspect the landing gear chains and chain dampener mechanism for the following at each 100-hour inspection. The landing gear chain should be tight and pressing firmly against the drive and idler sprockets. With the chain pulling tight against the idler sprockets the slotted dampener link should permit movement of the spring dampeners. The dampener spring is correctly adjusted when compressed to 3/8 inch. All sprockets should be inspected for excessive wear. The sprockets are considered excessively worn and should be replaced when the teeth are one- half the thickness of the sprocket web. All guards should be inspected to make sure there is no danger of binding or jamming. Inspect all links of the landing gear chain for cracks and replace any links that are found cracked. It is recommended that the chain be replaced every 1,000 hours.
59-16-01: 59-16-01 AERO COMMANDER: Applies to All Models 500, 520, 560, 560A, 560E, 680, 680E, 720 Aircraft, Serial Numbers 231 Through 690. Compliance required not later than September 15, 1959. To improve fuel line routing and to eliminate the possibility of a sump being formed between the fuel shut-off valve and the booster pump, the following inspection and/or rework is necessary. (a) If inspection reveals excessive line lengths are creating water traps or low spots in the fuel line between the fuel shut-off valve and the fuel booster pumps, clamp the lines up to existing structure until a uniform slope is obtained. (b) If a uniform slope cannot be obtained by clamping up the line, remove the existing 45 degrees elbow at the shut-off valve and replace it with an AN 822-8D 90 degrees elbow. (c) If a uniform slope cannot be obtained after completing items (a) and (b), shorten fuel line until no low spots will exist upon reassembling and installation. (d) If existing hoses cannot be shortened, new hoses may be obtained from the manufacturer or Aero Commander distributor. See Aero Design Service Bulletin Number 54 for hose assembly part numbers and hose lengths.
2003-16-07: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A319, A320, and A321 series airplanes equipped with certain cockpit lateral fixed windows manufactured by PPG Aerospace. This amendment requires detailed repetitive inspections of the cockpit lateral fixed windows to detect moisture ingression and delamination, and follow-on/corrective actions, as applicable. This AD also provides for an optional terminating action for the repetitive inspections. The actions specified by this AD are intended to prevent moisture ingression and delamination of the cockpit lateral fixed windows, which could result in the loss of the outer glass ply, and consequent damage to the airplane and injury to people or damage to property on the ground. This action is intended to address the identified unsafe condition.
49-48-01: 49-48-01 BEECH: Applies to All Models 35 and A35 Airplanes Equipped With Thompson TF-1100, TF-1100-1 or TF-1100M Engine Driven Fuel Pumps. Compliance required not later than February 1, 1950. To prevent complete or partial loss of carburetor fuel inlet pressure resulting from misalignment of pump relief, valve spring, replace Thompson TF-1100, TF-1100-1 or TF-1100M engine driven fuel pump with improved Thompson pump, TF-1100-M2 or TF-1100-2, or another eligible pump listed on Aircraft Specification A-777. Thompson TF-1100, TF-1100-1 and TF- 1100M pumps may be converted to TF-1100-M2 or TF-1100-2 pumps by the pump manufacturer. (Beech Distributor Letter No. D-49-615 dated September 23, 1949, covers this same subject.)
2003-16-05: This amendment adopts a new airworthiness directive (AD) that applies to Pratt & Whitney (PW) JT8D-209, -217, -217A, -217C, and -219 series turbofan engines. This amendment requires removal and replacement of protective coating of the 7th and 9th through 12th stage high pressure compressor (HPC) disks and the 8th stage HPC hub, initial and repetitive inspections for corrosion pits and cracks, and removal from service as required. This amendment is prompted by reports from operators of cracks observed in JT8D engine steel HPC disks. We are issuing this AD to prevent fracture of the 7th and 9th through 12th stage HPC disks and 8th stage HPC hub, resulting in uncontained engine failure and damage to the airplane.
92-15-03: 92-15-03 BOEING: Amendment 39-8296. Docket No. 91-NM-217-AD.\n\n\tApplicability: Model 737 series airplanes, equipped with brake part numbers (P/N) identified in paragraphs (a) through (d) of this AD, certificated in any category.\n\n\tCompliance: Required as indicated, unless accomplished previously.\n\n\tTo prevent the loss of main landing gear braking effectiveness, accomplish the following:\n\n\t(a)\tWithin 180 days after the effective date of this AD, accomplish the following:\n\n\t\t(1)\tInspect brakes having the brake part numbers shown below for wear. Any brake worn more than the maximum wear limit specified below must be replaced, prior to further flight, with a brake within that limit.\n\n\tBrake Mfr.\tBrake P/N\tBoeing P/N\tMax. Wear \t\t\t\tLimit\n\tBendix\t2601042-1\t10-61063-12\t1.36 inches\n\tBendix\t2601042-2\t10-61063-13\t1.36 inches\n\tBendix\t2601042-3\t10-61063-14\t1.36 inches\n\tBendix\t2601042-4\t10-61063-18\t1.36 inches\n\tBendix\t2601042-5\t10-61063-21\t1.63 inches\n\tBendix\t2603442-2\t10-61819-5\t0.50 inch\n\tBendix\t2603442-3\t10-61819-8\t0.50 inch\n\tBendix\t2606672-1\t10-61819-14\t1.38 inches\n\tBendix\t2606672-2\t10-61819-17\t1.60 inches\n\tBendix\t2606672-3\t10-61819-21\t1.60 inches\n\tBendix\t2606672-4\t10-61819-28\t1.60 inches\n\tBFGoodrich\t2-1521\t10-62174-2\t1.00 inch\n\n\t\t(2)\tIncorporate the maximum brake wear limits specified in paragraph (a)(1) of this AD into the FAA-approved maintenance inspection program.\n\n\t(b)\tFor airplanes equipped with BFGoodrich Brake Part Number (P/N) 2-1444 (Boeing P/N 10-61819-11): Within 180 days after the effective date of this AD, accomplish the following:\n\n\t\t(1)\tAccomplish the procedures described in paragraph 2.B.(1) of the Accomplishment Instructions of BFGoodrich Service Bulletin 2-1444-32-5, dated January 24, 1991. If any brake is found to be worn more than the allowable brake wear limit specified in Table 1 of that service bulletin, prior to further flight, remove and replace the brake with a brake built in accordance with paragraph 2.B.(1)b.of that service bulletin, or with a brake having more than the allowable wear remaining as specified in Table 1 of that service bulletin.\n\n\t\t(2)\tIncorporate the allowable wear limits specified in Column B of Table 1 of BFGoodrich Service Bulletin 2-1444-32-5, dated January 24, 1991, into the FAA-approved maintenance inspection program.\n\n\t(c)\tFor airplanes equipped with BFGoodrich Brake P/N 2-1474; 2-1474-1, -2, -3, and -5 (Boeing P/N 10-61819-15, -22, -26, -27, and -31): Within 180 days after the effective date of this AD, accomplish the following:\n\n\t\t(1)\tAccomplish one of the procedures described in paragraph 2.B.(1)a. of BFGoodrich Service Bulletin 2-1474-32-13, Revision 1, dated July 9, 1991 or Revision 2, dated February 12, 1992. If any brake is found to be worn more than the allowable brake wear limit specified in Table 1 of that service bulletin, prior to further flight, remove and replace the brake with a brake built in accordance with paragraph 2.B.(1)b. of these service bulletins, or with a brake having more than the allowable wear specified in Table 1 of these service bulletins.\n\n\t\t(2)\tIncorporate the procedures described in paragraph 2.B.(1)b. of BFGoodrich Service Bulletin 2-1474-32-13, Revision 1, dated July 9, 1991 or Revision 2, dated February 12, 1992, into the FAA-approved maintenance inspection program.\n\n\t(d)\tFor brakes specified in paragraph (c) of this AD and used on Model 737-200 series airplanes only: As an alternative to the requirements of paragraph (c) of this AD, operators instead may accomplish the procedures specified in paragraphs (d)(1) and (d)(2) of this AD within 180 days after the effective date of this AD:\n\n\t\t(1)\tAccomplish the procedures described in paragraph 2.B.(1)b of the Accomplishment Instructions of BFGoodrich Service Bulletin 2-1474-32-14, Revision 2, dated January 15, 1992. If any brake is found to be worn more than the allowable brake wear limit specified in Figure 1 of that service bulletin, prior to further flight, remove and replace the brake built in accordance with paragraph 2.B.(1)b. of that service bulletin, or with a brake having more than the allowable wear remaining as specified in Figure 1 of that service bulletin.\n\n\t\t(2)\tIncorporate the procedures described in paragraph 2.B.(1)b. of the Accomplishment Instructions of BFGoodrich Service Bulletin 2-1474-32-14, Revision 2, dated January 15, 1992, into the FAA-approved maintenance inspection program.\n\n\t(e)\tAn alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Seattle ACO.\n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may beobtained from the Seattle ACO.\n\n\t(f)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished.\n\n\t(g)\tThe inspection and replacement of landing gear brakes shall be done in accordance with the following service documents, as applicable: BFGoodrich Service Bulletin 2-1444-32-5, dated January 24, 1991; BFGoodrich Service Bulletin 2-1474-32-13, Revision 1, dated July 9, 1991; BFGoodrich Service Bulletin 2-1474-32-13, Revision 2, dated February 12, 1992; or BFGoodrich Service Bulletin 2-1474-32-14, Revision 2, dated January 15, 1992, which contains the following list of effective pages:\n\n\t\n\nPage Number\nRevision Level\nDate\n1, 5-8\n2\nJanuary 15, 1992\n2-4\n1\nJuly 9, 1991\n\t\n\nThis incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Boeing Commercial AirplaneGroup, P.O. Box 3707, Seattle, Washington 98124; and BFGoodrich Aerospace, Aircraft Wheels and Brakes Division, P.O. Box 340, Troy, Ohio 45373. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington; or at the Office of the Federal Register, 1100 L Street NW., Room 8401, Washington, DC. \n\n\t(h)\tThis amendment becomes effective on August 18, 1992.
2024-21-04: The FAA is adopting a new airworthiness directive (AD) for all Bombardier, Inc., Model BD-100-1A10 airplanes. This AD was prompted by a determination that new or more restrictive maintenance tasks are necessary. This AD requires revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive maintenance tasks. The FAA is issuing this AD to address the unsafe condition on these products.
47-30-08: 47-30-08 AERONCA: (Was Mandatory Note 9 of AD-675-2 and Mandatory Note 7 of AD- 702-1.) Applies to Models 65-CA, S-65-CA and 65-LA. Compliance required not later than September 30, 1947. In order to prevent the seat belt anchorage from failing during a crash landing, it has been found necessary to modify the seat installation as follows: 1. If there is no need for an adjustable seat, the rear sliding lugs on each side of the seat should be bolted to the slide tube using 3/16-inch AN bolts. Location of bolt approximately 1 1/8 inches below and 3/8 inch forward of center of seat cross tube. 2. If the seat is to remain adjustable, the rear sliding lugs on the seat are to be reinforced with two 0.094 inch, 1025 steel gussets. Weld corner gussets between fore and aft sides of seat cross tube and back face of seat slide lugs. Gussets are "L" shaped approximately 1 inch wide, extending around bottom lip of lugs. (Aeronca Service Memorandum M-76 dated May 15, 1947,covers this same subject.)
2016-09-06: We are adopting a new airworthiness directive (AD) for all Airbus Model A318-111 and -112 airplanes; Model A319-111, -112, -113, - 114, and -115 airplanes; Model A320-211, -212, and -214 airplanes; and Model A321-111, -112, -211, -212, and -213 airplanes. This AD was prompted by the results of an evaluation by the design approval holder (DAH). During a residual fatigue test, the forward engine mount failed prior to reaching the threshold/interval for the detailed inspections of the forward engine mounts specified in the airworthiness limitations. This AD requires repetitive detailed inspections of the right and left forward engine mounts, and corrective action if necessary. These inspections are required by AD 2015-05-02. This AD reduces the compliance times for those inspections. We are issuing this AD to detect and correct fatigue cracking in the forward engine mounts. Such cracking could result in reduced structural integrity of the airplane and could lead to in-flight lossof an engine, possibly resulting in reduced controllability of the airplane.