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2006-06-06: The FAA is adopting a new airworthiness directive (AD) to supersede AD 2005-07-01, which applies to all The Cessna Aircraft Company (Cessna) Models 208 and 208B airplanes. AD 2005-07-01 currently requires you to incorporate information into the applicable section of the Airplane Flight Manual (AFM). This AD is the result of several accidents/incidents with the affected airplanes during operations in icing conditions, FAA evaluation of Cessna flight test data, Cessna issuing AFM revisions, and FAA determining these revisions are necessary for safe operation. Consequently, this AD updates the actions of AD 2005-07-01 that require incorporation of text in the AFM and requires the insertion of new text in the AFM, and the fabrication and installation of placards. We are issuing this AD to assure that the pilot has enough information to prevent loss of control of the airplane while in-flight during icing conditions.
49-31-01: 49-31-01 BEECH: Applies to Models 35 and A35 Aircraft, Serial Numbers D-1 to D-1935, Inclusive, Equipped With Hand Emergency Fuel Pumps Which Have Not Been Modified to Incorporate the Double "O" Ring Shaft Seal, Beech P/N 35-924070. Compliance required not later than October 1, 1949, and each 100 hours of aircraft operation thereafter. To prevent possible hazardous loss of engine power resulting from introduction of air into the airplane's fuel system, inspect the hand emergency fuel pump installation for indications of a defective "O" ring shaft seal. A defective shaft seal may be indicated by fluctuating engine fuel pressure, fuel fumes in the cabin or evidence of fuel leaks around the hand pump's shaft. If a defective shaft seal exists, accomplish proper repair or replace the single "O" ring shaft seal with the double "O" ring shaft seal, Beech P/N 35-924070. After the double "O" ring shaft seals are installed, the 100-hour inspection is no longer required. (Beech Service Bulletin Model 35, No. 14, Model A35, No. 5 dated July 6, 1949, covers this same subject.)
2000-03-08: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model MD-90-30 series airplanes, that requires repetitive fluorescent penetrant and magnetic particle inspections to detect fatigue cracking of the main landing gear (MLG) piston, and repair, if necessary. This amendment is prompted by reports of MLG failures during towing of in-service airplanes due to fatigue cracks. The actions specified by this AD are intended to detect and correct fatigue cracking of MLG pistons, which could result in failure of the pistons, and consequent damage to the airplane structure and injury to flight crew, passengers, or ground personnel.
46-23-03: 46-23-03 ERCO: (Was Mandatory Note 3 of AD-718-6.) Applies Only to 415-C, -CD and -D Aircraft Serial Numbers 113 to 1306, Inclusive. To be accomplished immediately. Due to the possibility of a defective fitting on the upper end of the control column shaft (Erco P/N 415-52129) in the aileron control system, the system should be tested to a load of 94 pounds, applied at the periphery of the control wheel. The ailerons should be blocked for the test. Each control wheel should be tested. The neutral position of the wheel should be noted before the test and if undue slack exists in the system it should be tightened. After the test, again note the neutral position and, if the position has changed more than about 5 degrees, the control column (part number above) should be replaced. If, after the test, the neutral position is within about 5 degrees of the original position, the ailerons should be freed and the system operated with the nose wheel on and off the ground. If the systemoperated freely and a visual inspection indicates that the system is in good condition, no change is necessary. An appropriate logbook entry shall be made to indicate that the above has been complied with. (Erco Service Bulletin No. 7 covers this same subject.)
52-28-04: 52-28-04 BELL: Applies to Models 47B, 47B3, 47D and 47D1 Helicopters (Prior to Serial Number 477). Compliance required as soon as possible, but not later than January 10, 1953. Magnetically inspect tail rotor pinion shaft, P/N 30-613-361, for damage and for cracks originating the keyway or fillet area. Replace shaft immediately if worn, damaged, cracked or if it does not pass the magnetic inspection satisfactorily. If the shaft passes the above inspections satisfactorily, or if a new shaft is being installed, accomplish the following prior to assembly: Place shaft in a lathe which is equipped with a grinding attachment. Use a 1/8-inch grinding wheel to increase the width of the recess at each side of bearing boss and grind a 0.030 to 0.040 inch radius at bottom of recesses. Reworked diameters of the shaft at the recesses at each side of the bearing boss are acceptable down to 0.763 inch and 0.604 inch respectively. These minimums must not be exceeded. Width of recesses are not to exceed 0.140 inch. There must not be any signs of the old radii or scratches. (Bell Mandatory Service Bulletin No. 84, Revision B, dated April 29, 1953, covers the same subject.)
2018-09-14: We are superseding Airworthiness Directive (AD) 2016-11-02, which applied to all Bombardier, Inc., Model CL-600-2C10 (Regional Jet Series 700, 701, & 702) airplanes; Model CL-600-2D15 (Regional Jet Series 705) airplanes; Model CL-600-2D24 (Regional Jet Series 900) airplanes; and Model CL-600-2E25 (Regional Jet Series 1000) airplanes. AD 2016-11-02 required repetitive inspections of the upper and lower engine pylons for protruding, loose, or missing fasteners; and repair if necessary. This AD continues to require the repetitive inspections of the upper and lower engine pylons for protruding, loose, or missing fasteners; and repair if necessary. This AD also requires replacement of affected fasteners, which terminates the inspections. This AD was prompted by reports of loose or missing fasteners and collars on the upper and lower engine pylon structure common to the upper and lower pylon skin panels and engine thrust fitting. We are issuing this AD to address the unsafe condition on these products.
2006-10-17: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 737-600, -700, -700C, -800, and -900 series airplanes. This AD requires replacing brackets that hold the P5 panel to the airplane structure, the standby compass bracket assembly, the generator drive and standby power module, and the air conditioning module. This AD also requires, among other actions, inspecting for wire length and for damage of the connectors and the wire bundles, and doing applicable corrective actions if necessary. This AD results from an electrical burning smell in the flight compartment. We are issuing this AD to prevent wire bundles from contacting the overhead dripshield panel and modules in the P5 overhead panel, which could result in electrical arcing and shorting of the electrical connector and consequent loss of several critical systems essential for safe flight.
2000-03-06: This amendment supersedes an existing airworthiness directive (AD), applicable to Eurocopter France Model SE 3130, SA 3180, SE 313B, SA 318B, and SA 318C helicopters, that currently requires visual inspections and modification, if necessary, of the horizontal stabilizer spar tube (spar tube). This amendment requires the same actions required by the existing AD, visually inspecting the four half-shell attachment clamps for cracks, and fitting a safety wire around the attachment clamps. This amendment is prompted by an in-service report of fatigue cracks that initiated from corrosion pits. The actions specified by this AD are intended to prevent fatigue failure of the spar tube, separation of the horizontal stabilizer and impact with the main or tail rotor, and subsequent loss of control of the helicopter.
94-26-14: This amendment adopts a new airworthiness directive (AD), applicable to all British Aerospace Model Viscount 744, 745D, and 810 series airplanes, that requires inspections to detect cracks in the chassis side bracing structure and in the chassis top strut support intercostals inside the wings, and replacement of discrepant parts with new parts. This proposal would also require inspection of the intercostals to determine the specification of the material, if necessary; and replacement of discrepant parts with new parts. This amendment is prompted by a report of cracking in the chassis top strut support intercostal in the side bracing structure inside the wing due to the effects of metal fatigue. The actions specified by this AD are intended to prevent such fatigue-related cracking, which could lead to the failure of the chassis side bracing structure inside the wings and consequent reduced structural integrity of the chassis support structure.
2003-16-08: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 747-100, -100B, -100B SUD, -200B, - 200C, -200F, -300, -400, -400D, and -400F series airplanes; and Model 747SR series airplanes. For certain airplanes, this AD requires repetitive inspections of the clevis bushings on the inboard and outboard sequence carriages of the wing foreflap for bushing migration, and corrective action if necessary; replacement of existing bushings with new bushings, which terminates the repetitive inspections; and replacement of the bushing markers with new markers, if necessary, to indicate the correct bushing orientation. For certain other airplanes, this AD requires a one-time inspection to determine whether the bushings are in the correct orientation, and follow-on actions. The actions specified by this AD are intended to prevent the loss of an inboard trailing edge foreflap during flight, and subsequent damage to the airplane in flight. This action is intended to address the identified unsafe condition.