Results
2006-22-09: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 747 airplanes. This AD requires repetitive mid- and low-frequency eddy current inspections for cracks in the overlapped skin panels in the fuselage skin lap joints in sections 41, 42, 44, and 46, and corrective actions if necessary. This AD results from a report indicating that an operator found multiple small cracks in the overlapped skin panels in the fuselage skin lap joints. We are issuing this AD to detect and correct cracks in the overlapped skin panels, which could join together and result in reduced structural capability in the skin and consequent rapid decompression of the airplane.
70-11-04: 70-11-04 BELL: Amdt. 39-995. Applies to Bell Model 47B, 47B-3, 47D, 47D-1, 47G, 47G-2, 47H-1 helicopters, and to any other helicopters, equipped with wood main rotor blades and drag link equalizer horn, P/N 47-120-167-1. Compliance required within 50 hours' time in service after the effective date of this AD, unless already accomplished. To prevent possible failure of the drag link equalizer horn due to improper casting material, accomplish the one-time inspection for hardness as specified in Part I and Part II of Bell Helicopter Company Service Bulletin No. 144 SB dated October 9, 1969. Before further flight remove and replace horns having hardness values below those specified in Part II of Bell Helicopter Company Service Bulletin No. 144 SB. 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 Manager, Bell Helicopter Company, P. O. Box 482, Fort Worth, Texas 76101. 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 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 its headquarters in Washington, D.C., and at the Southwest Region Office in Fort Worth, Texas. This amendment becomes effective June 26, 1970.
70-21-03: 70-21-03 ENTWICKLUNGSGEMEINSCHAFT: Amendment 39-1088. Applies to Model "PHOEBUS" A1, B1, and C Sailplanes up to and including S.N 934 which have a brake chute installed. To prevent the rudder from becoming blocked by the back-slipping chute coupling, within the next 100 hours' time in service after the effective date of this AD, unless already accomplished, replace the chute coupling with a modified coupling in accordance with Messerschmitt - Bolkow - Blohm Service Bulletin No. Phoebus-1/70 dated April 1970, or later LBA-approved issue or an FAA-approved equivalent. This amendment becomes effective November 5, 1970.
2006-21-11: The FAA is adopting a new airworthiness directive (AD) for Turbomeca Turmo IV A and IV C series turboshaft engines. This AD requires identifying, inspecting and replacing flexible lubrication pipes manufactured after April 1, 2003. If both engines on the same helicopter each have an affected pipe, then this AD requires replacing one of the affected pipes before further flight. This AD also requires initial and repetitive borescope inspections of affected pipes, visual inspections for oil leakage, and visual inspections of the oil filter, on engines that are not required to have an affected pipe replaced before further flight by this AD. This AD results from 7 reports of oil leakage due to the deterioration of flexible lubrication pipes manufactured after April 1, 2003. We are issuing this AD to prevent dual-engine failure on a twin-engine helicopter.
72-20-07: 72-20-07 ROLLS ROYCE (1971) LTD: Amdt. 39-1529. Applies to Rolls Royce Spey Model 555-15 Series engines on which Spey Modification 5046 has not been incorporated. These engines are installed on, but not necessarily limited to, Fokker Model F-28 airplanes. Compliance is required within the next 25 hours' time in service after the effective date of this AD, unless already accomplished within the last 975 hours' time in service prior to the effective date of this AD, and thereafter at intervals not to exceed 1,000 hours' time in service from the last inspection until Spey Modification 5046 is incorporated. To prevent fretting of fuel tubes which could cause leakage of fuel under pressure into the engine compartment, accomplish the following: (a) Inspect tubes, P/N's EU.20154A and EU.67548A, which run between the airflow control regulator and the R.P.M. signal transmitter and between the fuel flow regulator and the shut-off valve, respectively, for fretting and consequent loss of sectional thickness where the tubes meet immediately behind the P3 connection on the fuel flow regulator. (b) If evidence of fretting is found during an inspection required by paragraph (a), 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, remove the tubes P/N's EU.20154A and EU.67548A, and either: (1) Rework and reinstall the affected tubes in accordance with Rolls Royce Spey Service Bulletin No. Sp 73-A161 dated February 2, 1972 or an FAA-approved equivalent; or (2) Replace the affected tubes with serviceable tubes of the same part number in accordance with Rolls Royce Spey Service Bulletin No. Sp 73-A161 dated February 2, 1972 or an FAA-approved equivalent. This amendment becomes effective October 2, 1972.
2006-20-11: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 757-200, -200PF, and -200CB series airplanes. This AD requires doing initial and repetitive detailed or high frequency eddy current inspections for cracks around the rivets at the upper fastener row of the skin lap splice of the fuselage, and repairing any crack found. This AD results from a report indicating that certain rivets were incorrectly installed in some areas of the skin lap splices during production because they were drilled with a countersink that was too deep. We are issuing this AD to detect and correct premature fatigue cracking at certain skin lap splice locations of the fuselage, and consequent rapid decompression of the airplane.
47-10-18: 47-10-18 LOCKHEED: (Was Mandatory Note 20 of AD-763-3.) Applies to All Model 49-46 Aircraft. Compliance required not later than 100 hours of operation after March 1, 1947, or during conversion of Model 49-51 aircraft to Model 49-46 aircraft, whichever occurs first. The hose connections in the fuel line between air metering chamber and fuel injection pump shall be changed to incorporate fire resistant hose and double hose clamps, using Wright Aeronautical Corporation P/N 856864 and 855403.
47-43-06: 47-43-06 CESSNA: (Was Service Note 4 of AD-768-5.) Applies to 120 and 140 Aircraft Serial Numbers 8001 to 10209, Inclusive. Inspection required whenever airplane is tied down in high winds without controls locked and upon each 100 hours of operation until Cessna parts 0422200-2 and 0422200-3 are installed. Inspect the aileron support ribs for indications of buckling or cracking, particularly in the narrow part of the web at the aft edge of the lightening hole and in the top flange just forward of the doubler plate. Any damaged support rib should be replaced with Cessna parts 0422200-2 (left) and 0422200-3 (right) which are made of 0.051-inch material and have a shorter lightening hole. (Cessna Service Letter No. 46 dated July 31, 1947, covers this same subject.)
2006-20-09: The FAA is adopting a new airworthiness directive (AD) for certain Lycoming Engines (L)O-360, (L)IO-360, AEIO-360, O-540, IO-540, AEIO-540, (L)TIO-540, IO-580, and IO-720 series reciprocating engines. This AD requires replacing certain crankshafts. This AD results from reports of 23 confirmed failures of similar crankshafts in Lycoming Engines 360 and 540 series reciprocating engines. We are issuing this AD to prevent failure of the crankshaft, which will result in total engine power loss, in-flight engine failure, and possible loss of the aircraft.
2006-20-05: The FAA is adopting a new airworthiness directive (AD) for certain BAE Systems (Operations) Limited Model BAe 146 airplanes. This AD requires repetitive inspections to measure the depth of chafing or scoring in the skin along the full length of the wing-to-fuselage fairing from forward to aft ends at the contact between the seal and fuselage, and related investigative/corrective actions if necessary. This AD results from a report of chafing in this area. We are issuing this AD to detect and correct such chafing or scoring, which could result in reduced structural integrity of the fuselage.