Results
46-40-01: 46-40-01 FAIRCHILD: (Was Mandatory Note 4 of AD-707-2: 3 of AD-706-1: 3 of AD- 667-2; 4 of AD-600-2; 4 of AD-633-2; 4 of AD-535-2.) Applies to All Model 24 Series Aircraft. To eliminate the possibility of engine failure due to air-lock in the fuel system, the fuel tank selector valve should be placarded immediately to specify that fuel be fed from only one tank at a time. This placard should read: "CAUTION. Operate on One Tank at a Time Only." (Fairchild Service Bulletin No. 44-7-C dated February 10, 1944, covers this same subject.)
79-05-06: 79-05-06 GULFSTREAM AMERICAN (Formerly Grumman American Aviation Corporation): Amendment 39-3423. Applies to Model GA-7 airplanes, certificated in all categories, serial numbers GA-7-0001 through GA-7-0076. Compliance is required within the next 25 hours' time in service after the effective date of this AD, unless already accomplished. To prevent chafing, and possible leakage, of the main fuel feed line by the propeller control cable behind the firewall in the left hand engine nacelle, accomplish the following: (a) Within the next 25 hours' time in service, after the effective date of this AD, determine the clearance between the main fuel line and the propeller control cable in accordance with Gulfstream American Service Bulletin ME-14, dated December 23, 1978, or later revision approved by the Chief, Engineering and Manufacturing Branch, FAA Southern Region. (b) If the clearance measured is less than one-half inch, replace the fuel line before further flight.(c) If the clearance measured is one-half inch or greater, replace the fuel line not later than 100 hours' time in service after the effective date of this AD. (d) Equivalent methods of compliance with this AD may be acceptable if approved by the Chief, Engineering and Manufacturing Branch, FAA, Southern Region. (e) Airplanes may be flown in accordance with FAR 21.197 to a location where the needed inspection and work required by this AD can be accomplished. This amendment becomes effective March 9, 1979.
60-26-04: 60-26-04 LOCKHEED: Amdt. 234 Part 507 Federal Register December 14, 1960. Applies to All 188 Aircraft. Compliance required as indicated. Failure of the clamp or flange of the swirl straightener assembly resulted in at least two cases of overheating the nacelle area causing extensive damage to the nacelle. In addition, there have been a number of failures of the retaining clamp and cracks in the flange area of this assembly caused by dynamic loads imposed by the sugar scoop deflection of exhaust gases. The following modifications shall be accomplished to correct the above conditions at the first engine change after December 14, 1960. (a) Remove the present sugar scoop and the lower bellmouth. Install a new lower bellmouth of extended length to mate properly with the engine after removal of the sugar scoop. When this rework has been accomplished, it will be necessary to relocate the fire sensing elements on the structural shroud. (b) Tack-weld the vanes to the clips located on the perimeter of the straightener assembly. (c) Add rubbing strips on the tailpipe shroud door and drill holes in the nacelle cooling duct assembly to cool the bellmouth. (The above items must be accomplished in accordance with Lockheed S/B No. 430, which covers this same subject.) This directive effective December 14, 1960.
79-25-07: 79-25-07 CESSNA: Amendment 39-3633. Applies to: \n\t180 Series (Serial Numbers 18051762 thru 18052981, except 18052975) airplanes; \n\t182/F182 Series (Serial Numbers 18257446 thru 18266590, F18200001 thru F18200094) airplanes; \n\t185 and A185 Series (Serial Numbers 18501096 thru 18503619) airplanes; \n\t188 and A188 Series (Serial Numbers 18800050 thru 18803240) airplanes; \n\tP206 Series (Serial Numbers P20600280 thru P20600647) airplanes; \n\tU206 and TU206 Series (Serial Numbers 20600634 thru 20604649) airplanes; \n\t207 and T207 Series (Serial Numbers 20700001 thru 20700451) airplanes; \n\t210 and T210 Series (Serial Numbers 21058783 thru 21062649, 21062651 thru 21062661, 21062663 thru 21062666, T210-0001 thru T210-0454) airplanes; \n\tModel P210N (Serial Numbers P21000001 thru P21000026) airplanes. \n\n\tCOMPLIANCE: Required within the next 50 hours' time-in-service after the effective date of this AD unless previously accomplished. \n\n\tTo preclude the possibility of electrical orelectronic component damage or an in-flight fire due to a short between an ungrounded alternator and flammable fluid carrying lines, accomplish the following: \n\n\tA)\tPerform either 1 or 2 below: \n\n\t\t1)\tInstall an additional ground strap, Cessna P/N 1570102-22, between the ground stud on the alternator and the lower left hand mounting stud on the engine auxiliary drive pad in accordance with Cessna Single Engine Service Information Letter SE79-59. An equivalent ground strap fabricated per FAA Advisory Circular 43.13-1A appropriate for the alternator rating is also acceptable. \n\n\t\t2)\tModify the alternator installation by installing a different engine mount leg per Cessna Service Kit SK210-84 (Reference Cessna Single Engine Customer Care Service Information Letter SE79-5, dated February 26, 1979) or for the 182 Series, Cessna Service Kit SK182-55A (Reference Cessna Single Engine Customer Care Service Information Letter SE79-58 dated November 23, 1979). \n\n\t\tNOTE: When accomplishing Paragraph 1) or 2), assure all contact areas are clean and provide good electrical continuity. \n\n\tB)\tVisually inspect the alternator installation for, and if necessary, provide at least 1/2 inch clearance between the alternator installation and adjacent flammable fluid carrying lines, powerplant controls and electrical wiring in accordance with FAA Advisory Circular 43.13-1A. \n\n\tC)\tVisually inspect the existing alternator to airframe ground for proper installation (Reference View A-A of SE79-59), evidence of looseness at the terminal and adequate length to allow for relative motion between the alternator and airframe. Also, visually verify that the ground straps between the engine and airframe mount are installed and provide continuity between the engine and mount. Correct any unsatisfactory conditions noted per FAA Advisory Circular 43.13-1A. \n\n\tD)\tAirplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. \n\n\tE)\tAny equivalent method of compliance with this Airworthiness Directive must be approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Central Region, 601 E. 12th Street, Kansas City, Missouri 64106. \n\n\tCessna Single Engine Customer Care Service Information Letters SE79-5 dated February 26, 1979, SE79-58 dated November 23, 1979, and SE79-59 dated November 23, 1979, pertain to the subject matter of this AD. \n\n\tThis amendment becomes effective December 13, 1979.
2017-15-06: We are adopting a new airworthiness directive (AD) for British Aerospace Regional Aircraft Model HP.137 Jetstream Mk.1, Jetstream Series 200 and 3101, and Jetstream Model 3201 airplanes that would supersede AD 97-10-05. 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 cracks in the main landing gear (MLG) fitting at the pintle to cylinder interface, which could cause failure of the MLG during takeoff and landing. We are issuing this AD to require actions to address the unsafe condition on these products.
2017-15-05: We are superseding Airworthiness Directive (AD) 69-13-03 for all Piper Aircraft, Inc. Models PA-23, PA-23-160, PA-23-235, PA-23-250, PA-E23-250, and PA-30 airplanes. AD 69-13-03 required inspection of the heater exhaust extension, replacement of the extension as necessary, and overhaul of the combustion heater assembly. This AD retains the inspection of the heater exhaust extension with replacement of the extension as necessary and removes the overhaul requirement of the combustion heater assembly. This AD was prompted by a recently issued AD that applies to the Meggitt (Troy), Inc. combustion heaters, and the combustion heater AD incorporates corrective actions for the heater that contradict the overhaul requirement of AD 69-13-03. We are issuing this AD to continue to address the unsafe condition on these products and avoid potential contradiction of actions.
50-05-01: 50-05-01 PIPER: Applies to All J3C, PA-11, PA-12 Aircraft Manufactured Between November 1945 and November 1946 Inclusive. Compliance required at next periodic inspection but not later than March 1, 1950. In order to minimize the possibility of understrength Nicopress sleeves in the control system, check the major dimension of the pressed portions of all sleeves. If this dimension exceeds 0.353 inch, the sleeve should be repressed to this dimension by two presses with National Telephone Supply Co.'s hand tool 51-M-850. The go-gage furnished with the tool may be used to check the 0.353-inch dimension. In repressing the sleeves, the hand tool used should be carefully adjusted in accordance with the manufacturer's instructions and the sleeves should be recompressed with the larger axis in the same plane as during the original press. If new Nicopress sleeves are installed, three presses with the hand tool should be used as recommended by the sleeve manufacturer.
88-11-07: 88-11-07 CESSNA: Amendment 39-5971. Final copy of priority letter AD. Applicable to Model S550 and 552 airplanes, Serial Numbers S550-0001 through S550-0153, and 552-0001 through 552-0017, certificated in any category. Compliance is required prior to further flight after the effective date of this amendment, unless already accomplished. To prevent loss of a flap panel, accomplish the following: A. Visually inspect the inboard lower surface of each of the four flap panels to verify that each panel has the three required drain/vent holes, and verify that these holes are unobstructed. If all required holes are installed and unobstructed, no further action is required. NOTE: The drain holes are 3/16-inch diameter and are located approximately one inch outboard of the inboard end of the lower surface of each flap panel. (Reference: Maintenance Manual, Section 5-10-01, "Hour and Calendar Inspection Requirements," Item Z(6), "Flaps;" or Cessna Service Letter SLAS550-57-01, dated May 20, 1988.) B. If any drain/vent hole in any flap panel is not present or is found to be obstructed, repair or replace prior to further flight, in accordance with Cessna Service Bulletin SBS550-57-5 (for Model S550 series airplanes), dated May 24, 1988; Cessna Service Bulletin 552-57-5 (for Model 552 series airplanes), dated May 24, 1988; or an FAA-approved method. C. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Wichita Aircraft Certification Office, FAA, Central Region. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer, may obtain copies upon request to Cessna Aircraft Company, Citation Jet Marketing Division, Technical Services Department, Attention: Roger Hatfield, P.O. Box 7706, Wichita, Kansas 67277. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or at FAA, Central Region, Wichita Aircraft Certification Office, 1801 Airport Road, Room 100, Wichita, Kansas. Amendment 39-5971 was effective earlier to all recipients of Priority Letter AD 88-11-07, issued May 24, 1988. This amendment, 39-5971, becomes effective July 21, 1988.
80-21-52: 80-21-52 SOCIETE NATIONALE INDUSTRIELLE AEROSPATIALE: Amendment 39- 4380. Applies to Model SA-360C series helicopter, certificated in all categories. Compliance required as indicated, unless already accomplished. To prevent loss of main rotor speed due to a failure in the engine to main transmission connection, within 10 hours time in service after the effective date of this AD, accomplish the following: (a) Visually inspect for cracks and other defects in the two half housings and the gimbal ring attachment flange. NOTE: During the inspection required by paragraph (a) of this AD, particular attention should be directed to the attachment points/areas. (b) Remove the upper housing half and visually inspect the flexible couplings on the clutch and main transmission sides at the attachment points for cracks, breaks, distortion, and fretting corrosion. (c) Remove the nut from one of the bolts attaching the flexible coupling and check for correct positioning of the flectors. NOTE: 1. The press-fit area of the flector bushings should be located on the flange side. 2. Upon re-installation of the nut, dry torque the nut to 4 to 5 mdaN. (30-35 ft lbs). (d) Check the condition of the main transmission input coupling flange for marks, scores, and impacts. (e) If during the inspections and checks required by paragraphs (a), (b), (c), and (d) of this AD, a crack is found, inspect the main transmission flange for cracks using the dye penetrant method. (f) If cracks are found during the inspections and checks required by paragraphs (a), (b), or (e) of this AD, before further flight, except as provided by paragraph (h) of this AD, replace the main transmission housing and gimbal ring attachment flange with a serviceable part. (g) If no cracks are found during the inspections and checks required by paragraphs (a), (b), (c), (d), or (e) of this AD, repair other defects as necessary. (h) The helicopter may be flown in accordance with FAR 21.197 and FAR 21.199 to a base where the inspections and repairs required by this AD can be accomplished provided paragraph (a) of this AD has been accomplished. (i) Report defects found to the Chief, Aircraft Certification Staff, Europe, Africa and Middle East Office, FAA, c/o American Embassy, Brussels, Belgium. Reporting approved by the Office of Management and Budget OMB No. 04-R0174. NOTE: Aerospatiale Work Cards No. 65-31-601, dated November 1976, and No. 65-31- 401, dated June 1975, and Section 02.80 of the Aerospatiale Standard Practices Manual, refer to the inspections and checks required by this AD. This amendment becomes effective May 6, 1981, as to all persons except those persons to whom it was made immediately effective by telegraphic AD T80-21-52, issued October 8, 1980, which contained this amendment.
2017-15-04: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 787-8 and 787-9 airplanes. This AD was prompted by wire harness chafing on the electro-mechanical actuators (EMAs) for certain spoilers due to insufficient separation with adjacent structure. This AD requires replacement of affected EMAs. We are issuing this AD to address the unsafe condition on these products.