Results
69-01-02: 69-01-02 VICKERS VISCOUNT: Amendment 39-704. Applies to Vickers Viscount Models 744, 745D, and 810 Series Airplanes incorporating Rotax Alternators N.0501, N.0502, N.0503, N.0505, N.0506, N.0507, N.0509, N.0510 and N.0511 installed on Viscount Models 744, 745D and 810 Series Airplanes. Compliance required within the next 1250 hours' time in service after the effective date of this AD, unless already completed. To prevent a fire hazard due to rubbing of the rotor shaft on the magnesium housing, in the event of a collapsed bearing, install liner Rotax P/N N.141715/1 in the main housing assembly in accordance with Rotax Modification No. 3599B, dated May 17, 1968, or later ARB approved issue or an equivalent approved by the Chief, Aircraft Certification Staff, Europe, Africa and Middle East Region. This amendment becomes effective February 1, 1969.
2014-07-51: We are publishing a new airworthiness directive (AD) for certain AgustaWestland S.p.A. Model AB139 and AW139 helicopters. This AD requires repetitively inspecting the Main Rotor (M/R) Rotating Scissors for play of the Lower Half Scissor Spherical Bearing (bearing) and removing the bearing if there is play beyond allowable limits. This AD also requires removing all affected bearings. This AD is prompted by reports of certain bearings dislodging from certain M/R Rotating Scissors. These actions are intended to detect excessive play of the bearing and prevent failure of the M/R Rotating Scissors and subsequent loss of control of the helicopter.
2014-13-12: We are adopting a new airworthiness directive (AD) for all Airbus Model A318, A319, A320, and A321 series airplanes. This AD was prompted by reports of silicon particles inside the oxygen generator manifolds, which had chafed from the mask hoses during installation onto the generator outlets. This AD requires identifying the part number and serial number of each passenger oxygen container, replacing the oxygen generator manifold of any affected oxygen container with a serviceable manifold, and performing an operational check of the manual mask release, and corrective actions if necessary. We are issuing this AD to detect and correct non-serviceable oxygen generator manifolds, which could reduce or block the oxygen supply and result in injury to passengers when oxygen supply is needed.
68-25-02: 68-25-02\tBOEING: Amendment 39-689. Applies to all Model B737 Series Airplanes. \n\tCompliance required as indicated: \n\t(1)\tPrior to next flight, unless already accomplished, use a screwdriver to assure that mounting screws holding M360 printed circuit card are tight. \n\t(2)\tIf screws holding M360 printed circuit card are not tight, replace NAS 1068 nutplates with self-locking nuts NAS 679A08W. \n\t(3)\tWithin the next 50 hours' time in service after the effective date of this AD, unless previously accomplished, replace NAS 1068 nutplates with self-locking nuts NAS 679A08W and make certain that receptacle D1136 is secure. \n\t(4)\tWithin the next 400 hours' time in service after the effective date of this AD, unless already accomplished, modify the interphone power circuits to separate the captain's and first officer's power sources and provide dual power sources to each interphone system in accordance with the section entitled "II. Accomplishment Instructions", of Boeing Service Bulletin 24-1009, Revision 1, November 8, 1968, or later FAA approved revision thereof, or an equivalent modification approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\tThis amendment becomes effective, insofar as compliance requirements (1), (2) and (3) are concerned, upon publication in the FEDERAL REGISTER for all persons except those to whom these requirements were made effective immediately by telegram dated November 1, 1968. \n\tThis amendment becomes effective, insofar as compliance requirement (4) is concerned, for all persons on December 10, 1968.
2009-11-13: We are adopting a new airworthiness directive (AD) for certain Learjet Model 45 airplanes. For certain airplanes, this AD requires repetitive inspections for chafing and other damage of the case drain tube from the hydraulic pump case installed on the left-hand engine, and corrective action if necessary. This AD also requires, for all airplanes, repetitive inspections for discrepancies of the left engine's nacelle tubing, repetitive inspections for evidence of fluid leakage within the left engine accessory compartment, and corrective actions if necessary. This AD was prompted by reports of chafed hydraulic tubes in the left-hand engine. We are issuing this AD to detect and correct chafed hydraulic tubes in the left-hand engine and consequent hydraulic tube failure and uncontrolled loss of flammable fluid within the engine cowling, which could result in a fire in the engine nacelle and loss of control of the airplane.
2009-02-04: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated 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: One operator experienced failures of four Fuel Level Sensor- Amplifier (FLSA) and Multi Tank Indicators (MTI) units. FLSA and MTI failures have been identified as having been caused by incorrect connector sleeves material fitted to the MTI units. Degradation of the electrical insulation sleeves of the Low- level indication lamps on the MTI on the flight deck can cause a short circuit that might result in high voltage being conveyed to the high and low level sensors in the outer tanks. This might cause the level sensor to heat above acceptable limits. * * * * * This action is necessary to prevent overheating of the fuel level sensors, which couldresult in a fuel tank explosion and consequent loss of the airplane. We are issuing this AD to require actions to correct the unsafe condition on these products.
2014-15-12: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 737-600, -700, -700C, -800, -900 and -900ER series airplanes. This AD was prompted by reports of incorrectly installed bolts common to the rear spar termination fitting on the horizontal stabilizer. This AD requires inspecting for a serial number that starts with the letters ''SAIC'' on the left- and right-side horizontal stabilizer identification plate; inspecting for correct bolt protrusion and chamfer of the bolts of the rear spar termination fitting of the horizontal stabilizer, if necessary; inspecting to determine if certain bolts are installed, if necessary; and doing related investigative and corrective actions if necessary. We are issuing this AD to prevent loss of structural integrity of the horizontal stabilizer attachment and loss of control of the airplane.
2014-16-03: We are adopting a new airworthiness directive (AD) for Fuji Heavy Industries, Ltd. Models FA-200-160, FA-200-180, and FA-200-180AO 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 deterioration of brake performance due to seal defects caused by deterioration due to age of the O-rings of the brake master cylinder. We are issuing this AD to require actions to address the unsafe condition on these products.
75-05-14: 75-05-14 KOLLSMAN INSTRUMENT COMPANY: Amendment 39-2106. Applies to Altitude Reporting Altimeters, Type Number B4545110001 and B4545110011, Serial Numbers 0001 through 0344 inclusive, except Serial Numbers 0014, 0024, 0044, 0045, 0048, 0091, 0094, 0103, 0125, 0133, 0142, 0147, 0159, 0177, 0198, 0204, 0222, 0244, 0245, 0263, 0268, 0271, 0274, 0285, 0290, 0300, 0314, 0315, 0317, 0318, 0324, 0327, 0335, through 0339, 0342, and 0343. To prevent the possibility of altimeter failure or incorrect altitude information, accomplish the following: (A) Within the next ten hours' time in service after the effective date of this Airworthiness Directive, unless paragraph (B) has already been complied with, install a placard on the instrument panel in clear view of the pilot which states: "Aircraft approved for day VFR Flight Only", and operate the aircraft in accordance with this limitation. (B) Within 30 days of the effective date of this Airworthiness Directive, replace with an approved replacement part or an altimeter subject to this Airworthiness Directive which has been modified in accordance with Kollsman Instrument Company Service Bulletin No. 264, dated December 13, 1974, or any alternate means of compliance approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. (C) Compliance with this Airworthiness Directive is not required if the aircraft has a second sensitive altimeter not subject to this Airworthiness Directive. If that second altimeter fails or is removed, compliance with paragraphs (A) and (B) is required. This amendment is effective March 6, 1975, and was effective for all recipients of the airmail letter, dated December 19, 1974, containing this airworthiness directive.
63-18-03: 63-18-03 LOCKHEED: Amdt. 604 Part 507 Federal Register August 17, 1963. Applies to All Models 188A and 188C Aircraft. Compliance required as indicated. Several fuselage stringers have been found cracked at the forward rivet through the "tee" clips attaching these stringers to the forward side of the pressure bulkhead at fuselage Station 1117.0. The following inspections and corrective action shall be accomplished: (a)(1) On aircraft with more than 4,000 hours' time in service within the next 460 hours' time in service after the effective date of this AD, unless accomplished within the 540 hours' time in service preceding the effective date of this AD; and on aircraft with less than 4,000 hours' time in service, prior to the accumulation of 4,460 hours' time in service, inspect for cracks visually, or by X-ray, or FAA approved equivalent, fuselage stringers below the floor at the front rivet through the "tee" clips attaching these stringers to the forward side of the pressure bulkhead at fuselage Station 1117.0. (2) On aircraft with more than 4,000 hours' time in service, within the next 920 hours' time in service after the effective date of this AD, unless accomplished within the 3,080 hours' time in service preceding the effective date of this AD; and on aircraft with less than 4,000 hours' time in service, prior to the accumulation of 4,920 hours' time in service, inspect for cracks visually, or by X-ray, or FAA approved equivalent, stringers at or above the floor at the front rivet through the "tee" clips attaching these stringers to the forward side of the pressure bulkhead at fuselage Station 1117.0, and the four longerons at their attachment to the forward side of the pressure bulkhead at fuselage Station 1117.0. (b) The inspection of (a) shall be repeated for stringers below the floor at intervals not to exceed 1,000 hours' time in service and for stringers at or above the floor at intervals not to exceed 4,000 hours' time in service. These repetitive inspections may be discontinued for cracked stringers if they have been both repaired and reinforced per (c) and (d), and for uncracked stringers reinforced per (d). (c) If cracks are detected in the stringers during the inspection specified by (a) or (b), the stringer shall be repaired before further flight. Cracks are to be repaired by the following method or by an equivalent method approved by FAA Engineering and Manufacturing Branch, Western Region: Remove approximately 16 inches of the affected stringer, extending from the "tee" clip forward, and replace with a new section made from the same material, with the same heat treat as the original affected stringer, but 1 or 2 gages thicker. Splice this section in accordance with Lockheed Structural Repair Manual, Section 53-2-2, pages 5 and 7. Particular care shall be taken to assure correct alinement of the replacement section to the "tee" clip. Use shims as necessary. Shims 0.050-inch thick or thicker must extend at least 5 inches forward of the "tee" clip. Shims less than 0.050-inch thick are to be terminated at the end of the "tee" clip. Shims extending forward of the "tee" clip shall be attached to the stringer with AD 5 rivets, Hi-Lock fasteners, or equivalent. The assembly of shims and stringers shall be attached to the "tee" clips with DD 6 rivets, Hi-Lock fasteners, or equivalent. Reference Lockheed Structural Repair Manual, Section 51-2-12, page 9, for fastener installation data. (d) If no cracks are detected in the stringers during the inspection specified by (a) or (b) the stringers may be reinforced as indicated on Lockheed-California Company Drawing 841110B, "Service Mod. Inst.-Str. Attach. Reinforcement, FS.1117", or by an equivalent method approved by FAA Engineering and Manufacturing Branch, Western Region. (e) If cracks are detected in the longerons during the inspection specified by (a)(2), the longeron shall be repaired before further flight in a manner acceptable to the FAA Engineering and Manufacturing Branch, Western Region. (f) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Western Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for such operator. (Lockheed telegrams to operators, FS/260650W, dated September 17, 1962, FS/260672W, dated October 19, 1962, and Lockheed Service Bulletin 88/SB-581 cover the same subject.) This directive effective September 17, 1963.