Results
96-23-11: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Jetstream Model 4101 airplanes. This action requires a one-time test to verify if the disconnect lock of the aileron disconnect control system functions properly, and follow-on actions, if necessary. This amendment is prompted by a report that a disconnect unit of the aileron control system was found to be jammed and unserviceable. The actions specified in this AD are intended to detect and correct such jamming, which could result in reduced controllability of the airplane.
96-04-06: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A320 series airplanes, that requires replacement of the relays in the forward electronics rack of the braking system of the landing gear with new relays. This amendment is prompted by reports of loss of the systems of the braking/steering control unit (BSCU) on these airplanes due to electrical overvoltage of the relays. The actions specified by this AD are intended to prevent such electrical overvoltage of the relays, which could result in the loss of the BSCU systems, and subsequent loss of the antiskid functions and nose wheel steering of the airplane.
51-09-03: 51-09-03 TAYLORCRAFT: Applies to All Series Aircraft Below Serial Number 13001 Incorporating a Pushpull Type Fuel Shutoff Control. Compliance required not later than June 1, 1951. To prevent accidental operation of the fuel shutoff valve during flight, a safety device must be installed on this control. The device is to prevent inadvertent operation of the fuel shutoff valve by requiring a definite and positive movement by the pilot before the control can be operated. Taylorcraft P/N B12-947-3 or equivalent is considered satisfactory. P/N B12-947 which was previously installed in some Taylorcraft airplanes must be replaced by this improved part. (Taylorcraft Service Bulletin No. 66 dated December 6, 1950, covers this same subject.) This supersedes AD 47-13-01.
2005-19-27: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Model A330-200 series airplanes. This AD requires inspecting to determine the serial numbers and flight cycles of the fuel jettison valves and removing certain valves as applicable. This AD also requires doing a one-time inspection for cracks of the remaining jettison valves and removing any cracked valves. This AD also requires modifying the diameters of the six attachment holes in the wing bottom skin panel before installing a new or serviceable jettison valve. This AD results from reports of fuel leaks in the fuel jettison system located on the wings. We are issuing this AD to prevent fuel leaks from the fuel jettison outlets, which could result in fuel vapors coming into contact with ignition sources, and consequent fire or explosion.
98-06-12: This amendment adopts a new airworthiness directive (AD) that is applicable to Eurocopter France Model AS-350B, BA, B1, B2, and D helicopters, and Model AS 355E, F, F1, F2, and N helicopters. This action requires replacing certain tailboom attachment bolts located above the cargo compartment floor. This amendment is prompted by two reports of attachment bolts strength properties not meeting design specifications during manufacture. The actions specified in this AD are intended to identify and remove the weaker bolts and to prevent the separation of the tailboom from the helicopter, and subsequent loss of control of the helicopter.
51-25-01: 51-25-01 CESSNA: Applies to All Model T-50 Aircraft. Compliance required prior to February 1, 1952, and as noted. To preclude trapping water in the horizontal stabilizer forward of the rear spar which may result in glue line deterioration between laminations, compliance with the following items is necessary: 1. Grommets must be installed sufficiently near the forward face of the rear spar and outboard edge of all ribs to drain any water which may be trapped. All grommets not so located must be relocated accordingly. Marine-type grommets are recommended at least at the inboard ribs. 2. All grommets which are plugged must be opened preferably with a sharp-edged tool and/or relocated in accordance with item 1 above. Special care should be taken to make sure that foreign matter is not allowed to build up on the inside around the drain openings. 3. Where grommets are mislocated, plugged, clogged with dirt or extraneous matter or have not been installed, the rear spar must be inspected for deterioration by cutting small triangular openings at the ribs adjacent to the fuselage and at alternate ribs outboard. If lamination separation is disclosed, a new spar should be installed or the stabilizer replaced with one having drainage provisions in accordance with item 1 above. Upon accomplishment of the above, the grommet openings should be inspected at each 100 hours thereafter to maintain proper drainage. This inspection should include insertion of a bent or curved tool through the grommet openings to ascertain that dirt or other extraneous matter has not built up around the opening to restrict drainage. Where grommets are found clogged, inspection and compliance in accordance with item 3 above should be repeated. This supersedes AD 44-26-01.
2005-19-23: The FAA is superseding an existing airworthiness directive (AD), which applies to certain Boeing Model 767 series airplanes. That AD currently requires repetitive inspections to detect discrepancies of the eight aft-most fastener holes in the horizontal tangs of the midspar fitting of the strut, and corrective actions if necessary. That AD also provides an optional terminating action for the repetitive inspections. This new AD adds repetitive inspections for cracks of the closeout angle that covers the two aft-most fasteners in the lower tang of the midspar fitting, and related investigative and corrective actions if necessary. This AD also reduces the inspection interval of the upper tang of the outboard midspar fitting; and provides an optional terminating action for the repetitive inspections. This AD results from a report of a crack in a closeout angle that covers the two aft-most fasteners in the lower tang of the midspar fitting; and the discovery of a crack in the lower tang of the midspar fitting under the cracked closeout angle. We are issuing this AD to prevent fatigue cracking in the primary strut structure and reduced structural integrity of the strut, which could result in separation of the strut and engine. \n\nEFFECTIVE DATE: This AD becomes effective October 27, 2005. \n\n\tThe Director of the Federal Register approved the incorporation by reference of Boeing Alert Service Bulletin 767-54A0101, Revision 4, dated February 10, 2005, listed in the AD as of October 27, 2005. \n\n\tOn June 9, 2004 (69 FR 24947, May 5, 2004), the Director of the Federal Register approved the incorporation by reference of Boeing Service Bulletin 767-54A0101, Revision 3, dated September 5, 2002. \n\n\tOn May 15, 2001 (66 FR 18523, April 10, 2001), the Director of the Federal Register approved the incorporation by reference of Boeing Service Bulletin 767-54A0101, Revision 1, dated February 3, 2000.
98-05-07: This amendment adopts a new airworthiness directive (AD), applicable to certain British Aerospace (Jetstream) Model 4101 airplanes, that requires replacement of the stringer joint pieces at the left side of the fuselage with new, improved parts. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent the fuselage structure at the stringer joint at station 130 on the left side of the airplane from cracking, which could result in rapid decompression of the airplane at the forward fuselage area.
67-27-06: 67-27-06 ROLLS-ROYCE: Amdt. 39-488 Part 39 Federal Register October 3, 1967. Applies to Dart Model 542-4 and 542-10 engines. Compliance required as indicated, unless already accomplished. To prevent failure of fuel and oil hoses, accomplish the following: (a) For fuel hoses, P/N's RU.21448, RK.38339A, RK.29902, RK.38340A, RU.21447, RK.29900A, RK.38361, RU.21455A, RK.29901A, and oil pressure indicator hose P/N RU.21440A, with 700 or more hours total time in service on the effective date of this AD, within the next 100 hours' time in service after the effective date of this AD and thereafter at intervals not to exceed 150 hours' time in service from the last inspection, inspect for cracks and crazing in accordance with Rolls-Royce Alert Service Bulletin Da 73-A49 or later ARB- approved issue, or an FAA-approved equivalent. (b) For fuel hoses, P/N's RU.21448, RK.38339A, RK.29902, RK.38340A, RU.21447, RK.29900A, RK.38361, RU.21455A, RK.29901A, and oil pressure indicator hose P/N RU.21440A, with less than 700 hours' time in service on the effective date of this AD, before the accumulation of 800 hours' time in service and thereafter at intervals not to exceed 150 hours' time in service from the last inspection, inspect for cracks and crazing in accordance with Rolls-Royce Alert Service Bulletin Da 73-A49 or later ARB-approved issue, or an FAA-approved equivalent. (c) If cracking or crazing of the hose is detected during the inspections required by (a) and (b), before further flight, replace with a new assembly. (d) The repetitive inspections required under (a) or (b) for the fuel hoses may be discontinued following the incorporation of ARB-approved Rolls-Royce Modification 1467, or an FAA-approved equivalent. (e) The repetitive inspections required under (a) or (b) for the oil pressure indictor hoses may be discontinued following the incorporation of ARB-approved Rolls-Royce Modification 1453, or an FAA-approved equivalent. Thisamendment effective October 3, 1967.
2005-19-21: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Model A330-202, -223, -243, and -343 airplanes; and certain Model A340-313 airplanes. This AD requires a one-time inspection for discrepancies of the attachment bolts of the windshield central retainer, and corrective actions if necessary. This AD results from a report indicating that, during production, the windshield central retainer may have been installed with attachment bolts that were too short, which prevented the thread of the bolt from fully engaging in the self-locking nut. We are issuing this AD to prevent loosened attachment bolts, which could result in loss of the windshield and consequent reduced structural integrity of the airplane.