Results
2016-19-15: We are adopting a new airworthiness directive (AD) for certain REIMS AVIATION S.A. Model F406 airplanes. This AD results from mandatory continuing airworthiness information (MCAI) issued 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 cracks found in the horizontal stabilizer rear attach structure and the vertical fin rear spar attach structure. We are issuing this AD to prevent structural failure of the horizontal stabilizer and/or the vertical fin rear spar attach structure, which could result in damage to the airplane and loss of control.
56-22-01: 56-22-01 HAMILTON STANDARD: Applies to all Hamilton Standard Aluminum Alloy Propeller Blades. Compliance required for 6507 blades before July 1, 1957; all other blades before January 1, 1958. Omission of EC776 cement as a prime coat under BB1007 in the cement sequence for adhering rubber accessories to Hamilton Standard aluminum blades as required by their Service Bulletins 210 and 217 has resulted in corrosion of the blade area under these parts. Although this corrosion does not necessarily appear severe to the naked eye, two instances of fatigue cracking of 6,507 blades on DC-4 type aircraft have been encountered and are believed to have originated from such corrosion. Remove the adhered rubber parts from all aluminum blades having fluid deicing boots, electric blade heaters, deicer troughs, or slip ring mounts excepting only those blades which have known histories of positive application of EC776 adjacent to the blade surface under BB1007 throughout the blade's entire life, or for at least the last 5,000 hours of operation. Inspect and rework uncovered areas in accordance with Hamilton Standard Service Bulletin No. 385. Where anodize inspection facilities are available, non-surface-treated blades and non- surface-treated areas of surface treated blades may be inspected and reworked in accordance with Hamilton Standard Service Bulletin No. 385B. Blades with excessive corrosion and/or cracks should be returned to Hamilton Standard for further evaluation. This directive is also applicable to aluminum blades which do not currently include the aforementioned adhered rubber parts, but formerly incorporated them without the EC776 application. (Hamilton Standard Service Bulletins Nos. 210, 217, 385, 385A, and 385B cover this same subject.)
80-13-03: 80-13-03 MOONEY: Amendment 39-3791. Applies to the following airplane models equipped with a Duke's Model 4140-00-19A electric emergency fuel pump: Model M20E (Serial Numbers 101 through 1217; 1219; 1221; 1223 through 1308; 670001 through 670062; 690001 through 690073; 700001 through 700039; 700041 through 700043; 700045 through 700052; 700055; 700056; 700060; 700061; 21-0001 through 21-0060; and 21-1161 through 21-1180); Model M20F (Serial Numbers 660002 through 660004; 670001 through 670363; 670365 through 670385; 670387 through 670482; 670484 through 670539; 680001 through 680206; 690003 through 690090; 690092; 700001 through 700061; 700063 through 700066; 700070 through 700072; 22-0001 through 22-0078; and 22-1179 through 22-1438); Model M20J (Serial Numbers 24-0002 through 24-1030) airplanes. (Airworthiness Directive Docket No. 80-ASW-26.) Compliance is required within the next 25 hours' time in service after the effective date of this AD unless already accomplished. To prevent loss of both fuel pumps, accomplish the following: (a) Install an Air-Maze Model No. 00736ASSYR9W1822 fuel filter in accordance with Mooney Service Bulletin No. M20-222, "Installation of Inline Fuel Filter Between Dukes Auxiliary Fuel Pump and Engine Driven Pump," dated April 21, 1980, or FAA-approved equivalent. NOTE: As an approved alternate to installing the Air-Maze fuel filter, as required by paragraph (a) above, the Dukes Model 4140-00-19A fuel pump can be replaced by a Dukes Model 1499-00-19 fuel pump. (b) Special flight permits may be issued in accordance with FAR 21.197 and FAR 21.199 to fly airplanes to a base where this AD can be accomplished. (c) Any alternate equivalent method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, Flight Standards Division, Southwest Region, Federal Aviation Administration. The manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to the Service Parts Department, Mooney Aircraft Corporation, Post Office Box 72, Kerrville, Texas 78028. These documents may also be examined at the Office of the Regional Counsel, Southwest Region, FAA, 4400 Blue Mound Road, Fort Worth, Texas, and at the FAA Headquarters, 800 Independence Avenue, S.W., Washington, D.C. A historical file on this AD, which includes the incorporated material in full, is maintained by the FAA at their headquarters in Washington, D.C., and at the Southwest Regional Office in Fort Worth, Texas. This amendment becomes effective June 20, 1980.
2016-20-05: We are adopting a new airworthiness directive (AD) for all Saab AB, Saab Aeronautics Model SAAB 2000 airplanes. This AD requires an inspection to identify the type of fasteners installed on the upper longerons and upper fittings of the engine mounting structure (EMS), an inspection for discrepancies of certain fasteners, and corrective action if necessary. This AD was prompted by the discovery of blind fasteners installed in EMS upper fittings that do not meet the type design. We are issuing this AD to detect and correct discrepancies of blind fasteners that could cause crack development and vibration in the engine mount structure, which could lead to failure of the affected engine-mount-to-airplane structural connection and resultant detachment of an engine from the airplane when both sides of a nacelle are affected.
75-24-10: 75-24-10 HAWKER SIDDELEY AVIATION LIMITED: Amendment 39-2433. Applies to DH-114 "Heron" airplanes, Serial Numbers up to and including 14093 and Serial Number 14098, certificated in all categories, which have not been altered in accordance with Hawker Siddeley Modification 843. Compliance is required within the next 50 hours' time in service after the effective date of this AD, unless already accomplished. To prevent failure of the wing structure, accomplish the following: (a) Inspect the inboard sections of the left and right wing main spar upper and lower flanges for cracks in accordance with the X-ray technique described in Appendix I, Issue 2, as amended June 16, 1975, of Hawker Siddeley Technical News Sheet (T.N.S.) No. W.6, Issue 3, dated March 17, 1975, or an FAA-approved equivalent inspection. (b) If any cracks are detected in a spar joint as a result of the inspection required by paragraph (a) of this AD, before further flight, repair the joint in accordance with the appropriate part of Appendix 2 of Hawker Siddeley Technical News Sheet (T.N.S.) No. W. 6, Issue 3, dated March 17, 1975, or an FAA-approved equivalent. (c) Upon compliance with paragraph (a) of this AD, it is requested that copies of the X-rays or of the results of the FAA-approved equivalent inspection be forwarded to DOT/FAA, Chief, Aircraft Certification Staff, Europe, Africa, and Middle East Region, c/o American Embassy, APO New York, N.Y. 09667. (Reporting approved by the Bureau of the Budget under B.O.B. No. 04-RO174). This amendment becomes effective December 1, 1975.
2016-19-04: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 787-8 airplanes. This AD was prompted by a report of uncommanded movement by a captain's seat during a landing rollout due to a failure in the seat horizontal actuator. This AD requires repetitive tests of the captain and first officer seat assemblies for proper operation, and corrective action if necessary. This AD also requires installation of new captain and first officer seat assemblies, which terminates the repetitive tests. We are issuing this AD to prevent a seat actuator clutch failure, which could result in a loss of seat locking and uncommanded motion of the captain's or first officer's seat; uncommanded seat movement could result in reduced controllability of the airplane.
59-10-10: 59-10-10 VICKERS: Applies to All Viscount Model 745D Aircraft. Compliance required as soon as possible but not later than July 1, 1959. A case has occurred of the failure of flap telescopic tie rod end, Vickers P/N 70103-3139. The investigation revealed that the depth of the drilling for the internal thread had been extended beyond the normal drawing dimension of 0.95 inch which resulted in a reduction in wall thickness and strength across the shoulder. Inspect flap telescopic tie rod ends, Vickers P/N 70103-3139, assembled on No. 3 and 4 flap telescopic tie rods. If the depth of the internal threads exceeds 0.95 inch measured from the end face of the tie rod end, the part must be replaced. The above inspection must also be made on all stocks of parts prior to installation on an aircraft. (Vickers-Armstrongs PTL 207 covers this subject.)
2024-17-02: The FAA is adopting a new airworthiness directive (AD) for all Bell Textron Inc. (Bell) Model 204B, 205A, 205A-1, 205B, and 210 helicopters. This AD was prompted by an accident and incidents involving failure of the tail boom attachment structure. This AD requires inspecting the tail boom assembly hardware, replacing tail boom attachment hardware, greasing the bolt shanks, and inspecting torque. This AD also prohibits installing steel alloy nuts on any helicopter. The FAA is issuing this AD to address the unsafe condition on these products.
2016-19-06: We are adopting a new airworthiness directive (AD) for certain Airbus Model A330-200, Model A330-300, Model A340-200, and Model A340- 300 series airplanes. This AD requires an inspection to determine the part number and serial number of certain escape slides on the left and right sides of the airplane, and replacement if necessary. This AD was prompted by a report indicating that the aspirator on certain escape slides might have been damaged because of incorrect packing during overhaul. We are issuing this AD to detect and correct damaged aspirators on escape slides. Failure of an aspirator to inflate an escape slide could prevent deployment of the escape slide during an emergency, possibly resulting in reduced evacuation capacity from the airplane and consequent injury to occupants.
59-16-02: 59-16-02 LOCKHEED: Applies to Models 18, PV-1 and B-34 Series Aircraft Except Those Incorporating Spar Reinforcement as Covered in Lockheed Aircraft Service Bulletin 18/SB- 112. Compliance required as indicated. Numerous reports have been received wherein fatigue cracks have been found in the horizontal stabilizer spars in the area of the vertical fin attachments. In order to determine if this condition has developed, the following inspection is required. Within the next 50 hours of flight and at 300-hour intervals thereafter inspect the horizontal stabilizer front and rear spar flanges and webs for cracks in the region of the vertical fin attaching angles. If cracks are found, stop-drill, install spar flange and web doublers and flange filler blocks extending beyond the fin attaching angles. Add doubler plates on the forward face of rear spar in region of rudder hinge bracket attachment holes. Visual inspections of the area with a 10-power glass are adequate. The 300 hour inspection may be discontinued after incorporation of the reinforcements. One approved method of accomplishing the above spar reinforcement is contained in Lockheed Aircraft Service Bulletin 18/SB-112 dated September 18, 1944, pertaining to this same subject. Revised May 27, 1965.