Results
2005-18-15: The FAA is adopting a new airworthiness directive (AD) for certain Dassault Model Falcon 2000EX airplanes. This AD requires revising the airplane flight manual (AFM) to extend runway length limits for takeoff and landing. This AD also provides for an optional terminating action for the AFM revision. This AD results from an event in which braking efficiency was temporarily lost during landing, but was recovered after the flightcrew fully released and then reapplied the brakes. We are issuing this AD to prevent a runway overrun in the event of loss of braking function, which could result in injury to passengers or flightcrew and damage to the airplane.
48-25-03: 48-25-03 CESSNA: Applies to All 120 and 140 Aircraft. Inspection required each 100 hours of operation. Inspect wing drag wire system for loose or broken drag wires and inspect ribs for damage. Inspection openings should be installed aft of the rear spar just inboard of Rib 5 and just outboard of Rib 10 if not already installed. Drag wires should be rerigged if loose, or replaced if broken, and drag ribs should be repaired or replaced if buckled. No. 6 drag wires in the outer wing panel found broken are to be replaced with No. 8. Buckling of the intermediate rib flanges at the spar cutouts does not render the wing unairworthy; however, reinforcement with Cessna P/N 10004-58 is recommended. If the flanges are cracked the reinforcement should be installed. (Cessna Service Letters 27 and 39 cover this same subject.)
2005-17-17: The FAA is adopting a new airworthiness directive (AD) for Turbomeca S.A. Arrius 2F turboshaft engines. This AD requires replacing certain O-rings on the check valve piston in the lubrication unit. This AD results from a report of a forced landing of a Eurocopter EC120B helicopter. We are issuing this AD to prevent an uncommanded in-flight shutdown of the engine, which could result in a forced autorotation landing and damage to the helicopter.
98-26-17: This amendment adopts a new airworthiness directive (AD) that applies to all British Aerospace Jetstream Model 3201 airplanes. This AD requires accomplishing both a routine visual inspection and either a detailed visual inspection or x-ray inspection of the main landing gear (MLG) bay auxiliary spar booms for cracks or fuel leaks on both the left and right sides of the airplane. This AD also requires obtaining and incorporating repair procedures for the MLG bay auxiliary spar where fuel leaks or cracks are found. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for the United Kingdom. The actions specified by this AD are intended to prevent wing failure caused by cracks or fuel leaks in the area of the MLG bay auxiliary spar booms, which could result in loss of control of the airplane.
75-17-32: 75-17-32 DETROIT DIESEL ALLISON: Amendment 39-2336. Applies to Detroit Diesel Allison Model 501-D13 series engines which incorporate P/N 6829072 second stage turbine wheels with the following serial numbers: KK14208 KK14421 KK14443 KK14460 KK15456 KK15484 KK14210 KK14422 KK14445 KK14461 KK15457 KK15485 KK14211 KK14423 KK14446 KK14463 KK15471 KK15486 KK14403 KK14424 KK14447 KK14464 KK15472 KK15487 KK14405 KK14427 KK14448 KK14465 KK15473 KK15489 KK14406 KK14428 KK14449 KK14817 KK15474 KK15490 KK14407 KK14430 KK14450 KK14819 KK15475 KK15492 KK14408 KK14431 KK14451 KK14821 KK15476 KK15493 KK14409 KK14432 KK14452 KK14822 KK15477 KK15494 KK14413 KK14434 KK14453 KK14823 KK15478 KK15495 KK14414 KK14435 KK14454 KK14825 KK15479 KK15496 KK14416 KK14436 KK14455 KK15451 KK15480 KK15497 KK14417 KK14437 KK14456 KK15452 KK15481 KK15498 KK14418 KK14440 KK14457 KK15453 KK15483 KK15500KK14420 KK14442 KK14459 KK15454 Note: At time of overhaul, some wheels have R1, R2, R3, R4 or R5 added as a suffix to the wheel serial number. The suffix should be disregarded in determining the applicability of this airworthiness directive. Compliance required as indicated. I. Remove from service wheels which have not been inspected since installation as new wheels, according to the following schedule: (a) Remove from service within 100 cycles from the effective date of this Airworthiness Directive, wheels with more than 6900 cycles. (b) Remove from service prior to exceeding 7000 cycles, wheels with not more than 6900 cycles, on the effective date of this Airworthiness Directive. II. Remove from service wheels which have been inspected by fluorescent penetrant method FP- 30A/ZL-30A at last inspection, according to the following schedule: (a) Remove from service within 100 cycles from the effective date of this Airworthiness Directive, wheels with more than 3900 cycles since last inspection or more than 9400 total cycles, whichever occurs first. (b) Remove from service prior to exceeding 4000 cycles since last inspection or 9500 total cycles, whichever occurs first, wheels with not more than 3900 cycles since last inspection or not more than 9400 total cycles on the effective date of this Airworthiness Directive. Note: If the method of fluorescent penetrant inspection used at last inspection cannot be determined, it must be assumed that FP-30A/ZL-30A was not used. III. Remove from service wheels which have been inspected by a fluorescent penetrant method other than FP-30A/ZL-30A at last inspection, according to the following schedule: (a) Remove from service within 100 cycles from the effective date of this Airworthiness Directive, wheels with more than 2400 cycles since last inspection, or more than 9400 total cycles, whichever occurs first. (b) Remove from service prior to exceeding2500 cycles since last inspection or 9500 total cycles, whichever occurs first, wheels with not more than 2400 cycles since last inspection or not more than 9400 total cycles on the effective date of this Airworthiness Directive. IV. or the purposes of this airworthiness directive, a cycle is defined as one takeoff. V. Detroit Diesel Allison Commercial Service Letter 501D13 CSL-234 pertains to this subject. This amendment is effective August 14, 1975.
2005-17-07: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Model A320-111 airplanes and Model A320-200 series airplanes. This AD requires doing a one-time general visual inspection of the axle nut on each main landing gear (MLG) wheel for the presence of locking bolts and associated hardware; doing any related investigative and corrective actions as applicable; and submitting an inspection report to the manufacturer. This AD results from a report that an axle nut had separated from an axle on a main landing gear (MLG) wheel, due to missing locking bolts. We are issuing this AD to detect and correct missing locking bolts on the axle nuts of the MLG wheels. Absence of the locking bolts could result in separation of a wheel(s) from the axle and consequent reduced controllability of the airplane during takeoff and landing, and possible injury to people on the ground.
47-20-03: 47-20-03 ERCO: (Was Mandatory Note 11 of AD-718-6.) Applies to All 415 Series Aircraft Ercoupes Up to and Including Serial Number 3642 Which Incorporate Fuel Pumps With a Metal Filter Bowl, and Bearing AC P/N 1539076 on the Pump Mounting Flange. Inspection to be accomplished immediately, alteration to be made not later than the next periodic inspection. Inspect immediately and at each 25 hours thereafter until the following alteration is completed, the fuel pump lines near the pump for failure and leakage due to chafing. Alter fuel pump lines not later than next periodic inspection as follows: Remove the fuel pump top and rotate it 120 degrees clockwise (two screwholes from the original position). Replace the pump inlet port fittings with AN 842-4D elbow and the outlet port fittings with (415-48101-40) elbow having 1/16-inch restriction. Drill two 3/4-inch diameter holes in right front engine cooling baffle and install grommets (AN 931-9-13). Route fuel pump hoses through respective holes; shorten outlet hose (415-48101-2) and install fuel pump hose (415-48101-2 and 415-48101-3) onto respective elbows securing them with two hose clamps (AN 746-4). Safety-wire clamps. Close extra unused hole in baffle with button plug (415-40589-1) or equivalent. (Erco Service Department Memorandum No. 42 dated January 9, 1947, covers this same subject.)
2005-13-35: The FAA is superseding an existing airworthiness directive (AD), which applies to all Bombardier Model DHC-8-100, DHC-8-200, and DHC-8-300 series airplanes. That AD currently requires installation of a placard on the instrument panel of the cockpit to advise the flightcrew that positioning of the power levers below the flight idle stop during flight is prohibited. Additionally, the existing AD requires eventual installation of an FAA-approved system that would prevent such positioning of the power levers during flight. Installation of that system terminates the requirement for installation of a placard. This new AD requires operators who have incorporated a certain Bombardier service bulletin to perform repetitive operational checks of the beta lockout system and to revise the Airworthiness Limitations document. This AD is prompted by in-service issues reported by operators who incorporated Bombardier Service Bulletin 8-76-24 as an alternative method of compliance to the existing AD. We are issuing this AD to prevent the inadvertent activation of ground beta mode during flight, which could lead to engine overspeed, engine damage or failure, and consequent reduced controllability of the airplane.
48-39-01: 48-39-01 AERONCA: Applies to All Model 7 Series Aircraft. To be accomplished as soon as possible but not later than November 1, 1948. Inspect front and rear control stick socket castings, P/N 2-705, for cracks at the ears to which the push-pull tube attaches. If found cracked, the castings should be replaced. To prevent future failures the bolt, nut and washer now installed are to be replaced with a clevis bolt, AN 24- 16 (11/16 grip) and an AN 320-4 shear nut so that excessive loads cannot be placed on the socket ears.
47-49-07: 47-49-07 LOCKHEED: (Was Mandatory Note 40 of AD-763-3.) Applies to All Model 49 Serials Up to and Including 2088, Unless Equipped With MLG Drag Strut Dampers. Compliance required prior to February 1, 1948. (a) Replace the NAS 58A65 bolt used to connect the two halves of each MLG upper drag link assembly, LAC P/N 283418 and 288983, with a 5/8-inch diameter high strength bolt, LAC P/N 297902. (LAC Service Bulletin 49/SB-368 covers installation of MLG shock strut dampers.) (b) Reduce MLG shock strut inflation pressures to provide a static extension of 2 inches at maximum landing weight.
48-05-01: 48-05-01 DOUGLAS: Applies to All DC3 Aircraft Equipped With Pacific Aviation Oil Shutoff Valves. \n\n\tCompliance required at first engine change after March 1, 1948, but not later than May 1, 1948. \n\n\tReplace the present "O" rings in the oil shutoff valves with rings of H222-90 high temperature material or AMS-3228B material. There has been reported leakage attributed to the fact that the material in the "O" rings is not capable of withstanding the operating temperature of the oil. \n\n\t(Douglas Service Bulletin DC3 No. 256 covers this same subject.)
2005-16-12: The FAA is adopting a new airworthiness directive (AD) for Rolls-Royce Deutschland Ltd & Co KG (RRD) (formerly Rolls-Royce Deutschland GmbH, formerly BMW Rolls-Royce GmbH) model BR700-715A1-30, BR700-715B1-30, and BR700-715C1-30 turbofan engines. This AD requires a onetime inspection of the Independent Overspeed Protection (IOP) unit, part number (P/N) 112E9321G2, for 19 specific serial numbers (SNs), and removal from service of those units. This AD results from a report that incorrect capacitors were installed in 19 IOP units. The incorrect capacitor in the IOP unit can lead to an inadvertent IOP command resulting in an in-flight engine shutdown. We are issuing this AD to prevent inadvertent dual-engine in-flight shutdown.
46-23-05: 46-23-05 NOORDUYN: (Was Mandatory Note 1 of AD-2-578-1.) Applies to Army UC- 64, -64A, and -64B Aircraft. Required at next periodic inspection. Inspect the trailing edge of the horizontal stabilizer to determine whether or not drain holes are present in the metal trailing edge cover. If the holes are not present, it will be necessary to remove enough fabric to permit inspection of the ribs. Defective or deteriorated wood must be replaced and drain holes, approximately 1/16-inch diameter, spaced to drain all pockets must be drilled.
95-05-01: This amendment adopts a new airworthiness directive (AD), applicable to all British Aerospace Model BAe 146-100A, -200A, and -300A series airplanes, that requires conducting closed loop tests to determine the setting of the underfrequency trip level on suspect generator control units (GCU), and either the correction of discrepancies or replacement of the GCU. This amendment is prompted by several malfunctions of in-service GCU's due to the effects of setting the underfrequency trip level too high. The actions specified by this AD are intended to correct GCU's that may have the underfrequency level set too high, which could result in the unwanted shut down of an electrical generator; this condition may lead to loss of all generated electrical power on the airplane when other generator faults or failures occur.
2005-16-04: This amendment adopts a new airworthiness directive (AD) for Bell Helicopter Textron (Bell) Model 206A and 206B helicopters modified by Aeronautical Accessories, Inc. Supplemental Type Certificate (STC) SH1392SO with certain part-numbered high crosstubes. This amendment requires inspecting at specified time intervals and replacing any cracked crosstubes. This amendment is prompted by the discovery of a cracked high forward crosstube. The actions specified by this AD are intended to detect a crack in the crosstube which could lead to failure of the crosstube, collapse of the landing gear, and subsequent loss of control of the helicopter.
48-01-01: 48-01-01 DOUGLAS: Applies to C-54 and DC-4 Aircraft. \n\nBecause of cracking and failure in the locking groove of Goodyear Model 20DHBM wheels, Assembly No. 530402-M, resulting from the use of the old one-place flange and lock ring, the following must be accomplished: \n\nI.\tNot later than the next scheduled inspection at which necessary facilities are available, and at each succeeding No. 3 inspection until II is accomplished: \n\n\t(1)\tRemove the wheel-retaining flange from all wheels which are used with , or ever have been used with, the one-piece retaining flange P/N 511033 or 530405-M and lock ring P/N 511051-1. \n\n\t(2)\tClean and etch the wheel lock ring groove and carefully inspect to determine if any cracking has started. Remove from service all wheels found to be cracked. \n\n\t(3)\tMeasure the diameter of the lock ring groove at the locking surface. The nominal diameter is 0.440 inch + 0.002 inch. When the groove has worn to more than 0.500-inch diameter and less than 0.563-inch, remove wheel from service until it has been reworked to provide a true radius in the outer side of the groove and the thrust surface is made parallel to the end of the wheel. This radius should be 0.220 inch + 0.001 inch. Wheels reworked in this manner must be inspected at each 500 hours or the closest major inspection period thereto. Remove from service any wheels in which the groove has worn to a diameter equal to or exceeding 0.563-inch. \n\nII.\tTo be accomplished not later than August 1, 1948. \n\nRemove from service all one-piece flanges and lock rings and replace by two-piece flange P/N 530735-M and studs P/N 511284-6. \n\n(Goodyear Service Bulletin No. 1 covers this same subject.)
2005-15-14: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas airplane models. This AD requires a one-time test to determine the material of the upper inboard spar cap of the wing, and corrective actions if necessary. This action is necessary to prevent stress corrosion cracking in the forward tang of the upper inboard spar cap of the wing, which could result in structural damage to adjacent components of the wing and consequent reduced structural integrity of the airplane. This action is intended to address the identified unsafe condition.
46-11-03: 46-11-03 DOUGLAS: (Was Mandatory Note 2 of AD-762-7.) Applies Only to All C54-DC (R5D) Airplanes Built at Santa Monica and to All C54A (R5D-1), C54B (R5D-2) and C54D-DC (R5D-3) Airplanes Built at Chicago Up to and Including C54D-DC AAF Serial Number 42-72698, and R5D-3 Navy Serial No. 56519. All Subsequent Airplanes Have Been Reworked Prior to Delivery by the Douglas Co. \n\n\tTo be accomplished not later than next engine change. \n\n\tDue to the possibility of the landing gear door stud shearing and preventing the landing gear from extending, the old thin stud, Douglas Drawing No. 1167048 should be replaced with the new thick stud, Douglas Drawing No. 1329227. In order to accomplish this change the thin stud should be removed from each landing gear door sleeve assembly, P/N 4167071. The existing stud hold should be drilled to +.4459,- .4531 diameter and tapped 1/2-20 NF-3 to a depth of 1/2 inch. The new thick stud, Douglas P/N 1329227 should be installed and locked in place with an 0.063-inch drill rod pin 3/8-inch long pressed through the side of the sleeve assembly end, Drawing No. 2167063. \n\n\t(Douglas Service Bulletin No. C-54-275 dated January 21, 1946, covers this same subject.)
2005-15-01: This amendment adopts a new airworthiness directive (AD), applicable to all Lockheed Model L-1011-385 series airplanes, that requires repetitive inspections to detect corrosion or fatigue cracking of certain structural elements of the airplane; corrective actions if necessary; and incorporation of certain structural modifications. This action is necessary to prevent corrosion or fatigue cracking of certain structural elements, which could result in reduced structural integrity of the airplane. This action is intended to address the identified unsafe condition.
48-27-03: 48-27-03 LOCKHEED: Applies to 649 and 749 Series Airplanes Equipped With Curtiss C632S-A/850-4C2-0 Propellers. Compliance required by August 1, 1948, and February 1, 1949. To increase the ability of the propeller hubs to withstand excessive stresses under certain operating conditions the hubs must be returned to Curtiss-Wright Corp., Propeller Division for shotpeening of the threaded portion of the hub barrels. Effective August 1, 1948, hubs not peened before accumulating 2,500 hours of operating time are to be permanently removed from Constellation operation. Hubs not peened before accumulating 2,000 hours of operating time are to be temporarily withdrawn from operation until shotpeened. Peening must be accomplished on all hubs by February 1, 1949, regardless of accumulated operating time.
47-33-06: 47-33-06 BEECH: (Was Mandatory Note 1 of AD-770-1 and Mandatory Note 1 of AD- 765-1.) Applies to D18C, D18S and D18C-T Aircraft Serial Numbers AA-1 to AA-21, Inclusive, and AA-23 to AA-26, Inclusive. Compliance required prior to November 1, 1947. To eliminate the possibility of cracks developing in the stabilizer main spar and subspar, the center section of the main spar must be replaced with one having the lower flange-web radius cutout approximately 2 inches from either end. Two 0.064-inch dural channels (404-186053) should be installed between the new attachment fittings (437-186095 and 6) and the main spar web. At the main spar attachment fittings, an 0.032-inch dural doubler (404-186052) should be riveted to the lower skin, the main spar, and the center nose rib flanges. The forward part of the upper flanges of each stabilizer-fuselage attaching angle should be cut off as far back as the sixth screw hole. The corresponding 12 holes in the stabilizer should beplugged. A three-screw outboard section of the gang nut on each side of the stabilizer subspar should be removed and the corresponding holes in the No. 13 bulkhead angle plugged. The revision of the stabilizer attachment eliminates the necessity for further inspection for cracks except as made during the normal periodic inspection. (Beech Service Bulletin No. D18C-3 covers this same subject.)
47-21-18: 47-21-18 REPUBLIC: (Was Mandatory Note 8 of AD-769-2.) Applies to Model RC-3 Aircraft Serial Numbers 5 Through 303, 305 Through 367, 369 Through 398, 400 Through 445, 448 and 449, 451 Through 454, 456 Through 459, 461 Through 466, 469 and 470, 472, 474, 479 and 482. Compliance required prior to next flight. Prior to each flight until reinforced support bracket is installed, inspect mixture control support at carburetor air filter housing for evidence of cracking. Support bracket must be installed not later than the next 25 hours of operation after July 1, 1947, and in no case later than August 1, 1947. (Republic Seabee Service Bulletin No. 11 dated March 10, 1947, covers this same subject.)
2005-14-11: The FAA is adopting a new airworthiness directive (AD) for Hartzell Propeller, Inc., McCauley Propeller Systems, and Sensenich Propeller Manufacturing Company, Inc. propellers. This AD requires maintenance actions amounting to an overhaul of the affected propellers. This AD results from the investigation of a failed propeller blade and subsequent inspections of various propeller models returned to service by Southern California Propeller Service, of Inglewood, CA. We are issuing this AD to prevent blade failure that could result in separation of a propeller blade and loss of control of the airplane.
47-35-01: 47-35-01\tSIKORSKY: (Was Mandatory Note 1 of AD-7L-1.) Applies to Model R4-B Helicopter Serial Numbers 43-46500 to 43-46502 and 43-46504 to 43-46539 Inclusive. \n\nCompliance required before November 15, 1947. \n\nTo reduce the possibility of loss of flight control due to failure of the main rotor links from lack of lubrication, the links should be reworked in accordance with the following instructions. This change involves the removal and inspection of main rotor link, P/N VS 36181 and machining of oil grooves. \n\n1.\tStrip paint from the subject links with a paint remover or lacquer thinner, Specification No. AN-TT-T-256 or equivalent. Do not use scraper or wire brush on links, because small cracks may be filled in and covered. \n\n2.\tVisually inspect main rotor links, P/N VS 36181 by one of the following methods for cracks around link pin hole and longitudinally along what was the flash line in original forging. (See Figure 1.) If cracks are present, links should be scrapped.AD 47-35-01 \n\n(a)\tVisual inspection after re-anodizing; or \n\n(b)\tBy caustic etching; or \n\n(c)\tBy an approved fluorescent-black light method. \n\n3.\tMachine oil grooves. (See Figure 1.) \n\n4.\tRemove burrs and clean after machining. \n\n5.\tInspect the two bearings removed from each of the three subject links. \n\n(a)\tIf bearings removed are P/N AT-16, replace with P/N AT-16-OH bearings on assembly. (Bearing AT-16-OH is an AT-16 bearing with an oil hole added to its outer race.) \n\n(b)\tIf bearings removed are P/N AT-16-OH and retainer washers are damaged or show evidence of foreign matter, they are to be replaced. \n\n(Sikorsky Service Bulletin R-4B No. 10 and Army T. O. 01-230HA-15 also cover this same subject.)
2005-14-05: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 777-200 and -300 series airplanes. This AD requires applying an anti-static conductive coating to the fuel access and thermal anti-icing blowout doors at the location of the bonding fasteners on the leading edge of the wings, and performing a resistance test on the new coating to ensure correct ground path resistance. This AD is prompted by a report that an anti-static coating was not applied correctly on doors located within a flammable fluid leakage zone. We are issuing this AD to prevent an uncontrollable fire in the leading edge of the wing, which could damage critical wing structures and cause a fuel tank explosion.