Results
59-06-03: 59-06-03 MOONEY: Applies to Models M-20 and M-20A Serial Numbers 1002 Through 1364. Compliance required as indicated. A failure of a rudder hinge bearing bracket (P/N 4003) has occurred on a Mooney M- 20A. To preclude the possibility of similar failures occurring on these brackets or on the aileron and elevator hinge bearing brackets, the following inspection and rework is required as indicated: Within the next five flight hours, inspect the welds which attach the hinge bearing housing (7/8 inch O.D. x .058 inch 4130 steel tube) to the fixed surface hinge bearing channel (P/N 4002). Bearing bracket assemblies (P/N 4003) are installed as aileron, elevator, and rudder hinges. The inspection shall be conducted as follows: Remove paint from welds and, using a 10-power glass, inspect for cracks or inadequate weld (i.e. weld which does not completely fill fillet cross section area.) If cracks are found, the bearing brackets on that surface must be removed and a set of modified hinge bearing brackets (P/N 4003) installed prior to further flight. If inadequate welds are found (i.e., such as but not limited to, not completely, filling in between the face of the outer race and the top of the channel leg and/or inadequate fillet radius between the edge of the outer race and the top of the channel leg) the defective bearing brackets must be removed and a set of modified hinge bearing brackets (P/N 4003) installed on that surface not later than April 15, 1959. A set of hinge bearing brackets is defined as follows: Aileron --all three (3) hinge bearing brackets; elevator - outer two (2) hinge bearing brackets; rudder - upper two (2) hinge bearing brackets. The installation shall be accomplished as follows: (1) Install AN 960-3 washers (2) with each new hinge bearing bracket, one at each attach bolt between bracket and structure except at the tip elevator hinge where P/N 8389 shim should be used in place of the inboard washer. (2) Rudder (a) Remove fabric covering small "D" shaped cutout in plywood at trailing edge on right-hand side at each of the upper hinges. Do not remove gap tape or lower hinge bolt. (b) Replace hinge bearing bracket (2) and recover access openings with fabric patch (use Butyrate dope.) (3) Elevator (a) Remove fabric covering small "D" shaped cutout in plywood at trailing edge on under side at each of the outboard hinges. Do not remove gap tape or inboard hinge bolt. (b) Replace hinge bearing bracket (2) (see item (1) for use of ship at tip hinge bracket) and recover access opening with fabric patch (use Butyrate dope). (4) Aileron (a) Remove counterbalance weight fairing and two access plates at trailing edge of wing. (b) Disconnect control tube and remove aileron. (c) Check clearance between aileron gap strip and existing hinge bearing bracket. If this clearance is not approximately 1/16-inch, the gap strip may have to be dimpled at the hinge to allow clearance for heavier replacement bracket. (d) Replace hinge bearing bracket (3). (Mooney Aircraft Inc. Service Letters 20-44 and 20-45 cover this same subject.)
2021-04-14: The FAA is adopting a new airworthiness directive (AD) for certain Airbus SAS Model A350-941 and A350-1041 airplanes. This AD was prompted by reports that suitable corrosion protection treatment had not been applied to certain areas of the seat track. This AD requires a one-time detailed inspection of the seat tracks between certain frames for suitable corrosion protection or presence of corrosion, and on- condition actions if necessary, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
75-17-03: 75-17-03 HANDLEY PAGE (SCOTTISH AVIATION, LTD.): Amendment 39-2305. Applies to Jetstream Model HP-137 Mark I airplanes that do not have Handley Page Modification No. 1219 incorporated. Compliance is required as indicated. To provide for adequate depth of engagement of wing-fuselage fittings accomplish the following: (a) For Jetstream airplanes Serial Numbers 213, 216, 217, 218, 220, 221, 224, 237, 238, and 246, within the next 100 hours' time in service after the effective date of this AD or, prior to the accumulation of a total of 2,500 landings, whichever occurs later, unless already accomplished, comply with paragraph (c) of this AD. (b) For all other airplanes, within the next 100 hours' time in service after the effective date of this AD, unless already accomplished, radiographically inspect spigots, P/N 13781B-5, for depth of engagement of the spigot in its housing in accordance with paragraph 2 (2) of Handley Page Jetstream Service Bulletin No. 7/1, IssueNo. 3, dated February 1970, or an FAA-approved equivalent. (1) If the spigot is found during the inspection required by this paragraph to be recessed in its housing by an amount more than 0.26 inches, before further flight, except that the airplane may be flown in accordance with FAR 21.197 to a base where this work can be performed, comply with paragraph (c) of this AD. (2) If the spigot is found during the inspection required by this paragraph to be recessed in its housing by an amount of 0.26 inches or less, but greater than 0.20 inches, before the accumulation of a total of 2,500 landings, comply with paragraph (c) of this AD. (c) Replace affected spigots by accomplishing one of the following: (1) Install a longer spigot, P/N 13781B-7. (2) Install a new spigot of the same part number that is shown by radiographic inspection performed in accordance with paragraph 2 (2) of Handley Page Jetstream Service Bulletin No. 7/1, Issue No. 3, dated February 1970,or an FAA-approved equivalent to be recessed in its housing by an amount not exceeding 0.26 inches, and comply with paragraph (d) of this AD, as applicable. (d) For replacement spigots, P/N 13781B-5, that are found during an inspection required by paragraph (c) of this AD to be recessed by an amount of 0.26 inches or less but exceeding 0.20 inches, before the accumulation of 2,500 landings on the replacement spigot, comply with paragraph (c) of this AD. (e) For the purpose of complying with this AD, and subject to acceptance by the assigned FAA Maintenance Inspector, the number of landings may be established by dividing each airplane's hours' time in service by the operator's fleet average flight time from takeoff to landing for the Model HP137 Jetstream airplane. This amendment becomes effective September 1, 1975.
2014-05-09: We are superseding Airworthiness Directive (AD) 2012-12-08 for certain The Boeing Company Model 777-200 and -300 series airplanes. AD 2012-12-08 required an inspection for the part number of the main landing gear retract actuator fuse pin, and replacement of the pin if necessary. This new AD retains the actions required by AD 2012-12-08 and adds airplanes to the applicability. This AD was prompted by a determination that additional airplanes may be subject to the identified unsafe condition. We are issuing this AD to prevent structural damage to the side and drag brace lock assemblies, which could result in landing gear collapse during touchdown, rollout, or taxi.
99-21-05: This amendment supersedes Airworthiness Directive (AD) 77-25-03, which currently requires repetitively inspecting for cracks on the landing gear actuator rod ends that are equipped with grease fittings, on Fairchild Aircraft, Inc. (Fairchild Aircraft) Models SA226-T, SA226-AT, and SA226-TC airplanes. AD 77-25-03 also requires replacing the landing gear actuator rod ends with an improved part either immediately or at a certain time period depending on the results of the inspections. Replacement of all six rod ends terminates the repetitive inspection requirements of AD 77-25-03. This AD is the result of failures of the landing gear rod ends on airplanes where the rod ends were replaced in accordance with AD 77-25-03. Fairchild has re-designed the landing gear rod ends as a result of these failures. This AD requires replacing all landing gear rod ends with these improved design parts on all SA226 series airplanes, including those manufactured since AD 77-25-03 was issued (i.e., the Model SA226-T(B) airplanes). The actions specified by this AD are intended to prevent failure of the landing gear actuator caused by cracks in the rod ends, which could result in the inability to lower the landing gear during a landing with consequent possible loss of control of the airplane.
2014-05-01: We are adopting a new airworthiness directive (AD) for Eurocopter Deutschland GmbH (Eurocopter) Model EC135P1, EC135P2, EC135P2+, EC135T1, EC135T2, and EC135T2+ helicopters. This AD requires analyzing the main gearbox (MGB) oil for indications of metal chips or pieces, reviewing the MGB log or equivalent record, and inspecting certain teeth in the MGB after two chip indications. This AD was prompted by a partial tooth rupture found in an MGB that was returned to the manufacturer for repairs. The actions of this AD are intended to detect wear in the MGB that could lead to a gear tooth rupture, failure of the MGB, loss of power to the main rotor, and subsequent loss of control of the helicopter.
76-23-02: 76-23-02 ROCKWELL: Amendment 39-2770. Applies to Model 114, S/N's 14089 through 14113, 14115 through 14122, 14125 through 14131, 14134 through 14149, 14152 through 14154, and 14156 through 14158. Compliance required as indicated after receipt of this AD. 1. Within 10 hours after the effective date of this AD, unless already accomplished, modify the forward cabin vent valve and air ducts in accordance with Rockwell Service Bulletin No. SB-114-6 dated November 1, 1976, or an equivalent method approved by the Chief, Engineering and Manufacturing Branch, Flight Standards Division, Southwest Region, Federal Aviation Administration, Fort Worth, Texas. 2. Until compliance with paragraph 1 above is accomplished, the following operating procedure is required: While climbing, the two vent valves located near the floor, below and outboard of the front seat passenger's leg must be in the full open position (allowing hot or cold air to pass from the duct into the passenger compartment). Also the cabin heat and/or the cabin vent knobs located on the lower instrument panel just to the right of the center console must be in the full open position (pulled out to stop). Operation in taxi, cruise, or glide is exempt from these restrictions. This amendment is effective November 26, 1976, and was effective upon receipt for all recipients of the letter dated November 5, 1976, which contained this amendment.
99-21-06: This amendment supersedes an existing airworthiness directive (AD), applicable to all McDonnell Douglas Model DC-9-81, -82, -83, and -87 series airplanes (MD-81, -82, -83, and -87), and Model MD-88 airplanes, that currently requires visual or eddy current inspections to detect cracks of the actuator cylinder support brackets of the slat drive mechanism assembly, and replacement of any cracked brackets. This amendment continues to require repetitive eddy current inspection, adds an inspection requirement, and expands the area of inspection. This amendment also provides terminating action for the repetitive inspections. This amendment is prompted by reports indicating that additional cracking was found outside the original inspection area. The actions specified by this AD are intended to prevent inadvertent slat retraction in flight.
2014-03-06: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 737-100, -200, -200C, -300, -400, and -500 series airplanes. This AD was prompted by reports of cracks found in the aft support fitting, the rear spar upper chord, and the rear spar web. This AD requires repetitive inspections for cracking of the aft support fitting for the main landing gear (MLG) beam, and the rear spar upper chord and rear spar web in the area of rear spar station (RSS) 224.14; and repair if necessary. We are issuing this AD to detect and correct such cracks, which could grow and result in a fuel leak and possible fire.
99-21-07: This amendment supersedes two existing airworthiness directives (AD), applicable to certain McDonnell Douglas Model DC-9, DC-9-80, and C-9 (military) series airplanes, and Model MD-88 airplanes, that currently require installation of hydraulic line restrictors in the main landing gear (MLG), and modification or replacement of the left and right MLG hydraulic damper assemblies. This amendment requires an additional modification of the MLG hydraulic damper assemblies, or replacement of the MLG hydraulic damper assemblies with modified and reidentified hydraulic damper assemblies. This amendment is prompted by reports indicating that MLG hydraulic damper assemblies removed for overhaul had failed or damaged spring retainers, due to insufficient material thickness of the spring retainers. The actions specified by this AD are intended to prevent failure of the hydraulic damper assemblies of the MLG, which could result in vibration damage and collapse of the MLG.