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52-12-01: 52-12-01 BOEING: Applies to all Model 377 Aircraft. Compliance required as specified below. In order to reduce the hazard of fire resulting from overheating of the freon compressor motors, compliance with the following is required: A. Compliance required before any installation of overhauled or new compressor motor after October 1, 1952. (Not required if item B accomplished or airplane operated in accordance item C.) Replace the following Westinghouse compressor motor magnesium parts with corresponding aluminum parts: . . . . . . . . . . . . . . . . . P/N (Mg.) P/N (AL.) Inlet Cooling Cap P14A9709 P35A9046 Front Bearing Bracket P14A9712 P35A9044 Fan A14B3724 P35A9042 B. Compliance required prior to October 1, 1952. (Not required if both motors previously modified in accordance item A or if airplane operated in accordance item C.) Install a temperature sensing switch, adjusted to actuate at 100 degrees or less, in the cooling air outlet of each freon compressor motor. Install circuits and equipment so that this overheat switch, as well as the motor thermoguard switch, will illuminate a cockpit warning light or will open the compressor motor power circuit, or both. C. In the event the modifications outlined in A or B are not completed in accordance with the above requirements, aircraft may be operated with the refrigeration systems made inoperative.
59-14-01: 59-14-01\tBOEING: Applies to the following Boeing 707-100 Series Aircraft Serial Numbers 17586 through 17591, 17609, 17628 through 17637 and 17658 through 17662. \n\tCompliance required as indicated. \n\tAs a result of the complete loss of hydraulic fluid in the utility hydraulic system of a 707- 100 series aircraft caused by the rupture of the aluminum tube assembly in the nose wheel well door-open system, the following modification shall be accomplished. Prior to July 31, 1959, the nose wheel door-open aluminum tube assembly 50-6848-45 shall be replaced with corrosion resistant steel tubing 3/8 inch O.D. by 0.028 inch wall thickness. \n\t(Boeing Service Bulletin No. 412 pertains to this same subject.)
66-05-01: 66-05-01 CURTISS-WRIGHT: Amdt. 39-183 Part 39 Federal Register January 26, 1966. Applies to Model C-46 Series airplanes. Compliance required as indicated. To prevent failure of the main landing gear drag struts, accomplish the following, unless already accomplished: (a) Within the next 200 hours' time in service after the effective date of this AD, inspect the weld in the main landing gear drag strut that joins the lower end fittings, P/N 20-310- 1018-2, to the drag strut tubes, P/N's 20-310-1017-7 and -8, for the presence of a space or notch formed by the filleted shoulder on the end fitting and the weld. If the weld bead does not extend from the strut to the outer edge on the shoulder of the fitting, completely filling the area between the tube and the shoulder, this area must be inspected for external and internal cracks using X-ray or an FAA-approved equivalent. If cracks are found, the drag strut must be replaced before further flight. (b) When inspected inaccordance with (a), if the weld bead extends from the drag strut tube, P/N's 20-310-1017-7 and -8, to the outer edge on the shoulder of the lower end fitting, P/N 20-310-1018-2, completely filling the area between the tube and the shoulder, no further inspections are required by this AD. (c) When inspected in accordance with (a), if the weld bead does not extend from the drag strut tube, P/N's 20-310-1017-7 and -8, to the outer edge on the shoulder of the lower end fitting, P/N 20-310-1018-2, completely filling the area between the tube and the shoulder, compliance with (c)(1) or (2) is required. (1) Reinspect struts, inspected in accordance with (a) at intervals not exceeding 400 hours' time in service from the last inspection. Replace cracked parts before further flight. (2) Fill in the space or notch between the tube and the shoulder using an FAA-approved method or replace the affected assembly with an assembly on which the space or notch does not exist. If the space or notch is filled in or if the affected part is replaced with an assembly on which the space or notch does not exist, no further inspections are required by this AD. (d) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Southern 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. This supersedes AD 61-22-5. This directive effective February 25, 1966.
2017-18-08: We are adopting a new airworthiness directive (AD) for all Dassault Aviation Model FALCON 2000 and FALCON 2000EX airplanes. This AD was prompted by reports of ice accretion on the airplane wing due to the failure of certain anti-ice piccolo tubes in the wing outboard slats. This AD requires repetitive inspections of each anti-ice piccolo tube and corrective action if necessary. We are issuing this AD to address the unsafe condition on these products.
2017-17-12: We are adopting a new airworthiness directive (AD) for all Airbus Model A310-203, -221, -222, -304, -322, -324, and -325 airplanes. This AD was prompted by an evaluation by the design approval holder indicating that the wing bottom skin at the main landing gear (MLG) reinforcing plate is subject to widespread fatigue damage (WFD). This AD requires a modification of the wing bottom skin at the MLG reinforcing plate. We are issuing this AD to address the unsafe condition on these products.
67-22-05: 67-22-05 BRITISH AIRCRAFT: Amdt. No. 39-447, Part 39, Federal Register July 20, 1967. Applies to Models BAC 1-11 203/AE, 204/AF, 212/AR, 401/AK, and 410/AQ Series Airplanes. Compliance required as indicated. To prevent the use of unserviceable dropout oxygen mask face pieces, accomplish the following: (a) Within the next 600 hours' time in service after the effective date of this AD, unless already accomplished within the last 600 hours' time in service, and thereafter at intervals not to exceed 1,200 hours' time in service from the last inspection, visually examine all oxygen mask face pieces, Part Nos. WK 28420, WK 28171, and WK 31342, for deterioration in accordance with BAC 1-11 Alert Service Bulletin 35-A-PM 2795, Issue No. 1, dated January 16, 1967, or later ARB-approved issue, or FAA-approved equivalent. (b) Replace deteriorated oxygen mask face pieces found during the inspections required by paragraph (a) with either serviceable face pieces of the same partnumber or modified face pieces, Walter Kidde Part Nos. WK 33298, WK 33299, and WK 33300, in accordance with BAC Service Bulletin 35-PM 2795, or later ARB-approved issue, or FAA-approved equivalent, before further flight. (c) The repetitive inspections required by paragraph (a) may be discontinued when the oxygen face mask pieces are modified in accordance with BAC Service Bulletin 35-PM 2795, or later ARB-approved issue, or FAA-approved equivalent. This amendment effective August 19, 1967.
2017-17-08: We are adopting a new airworthiness directive (AD) for certain Airbus Model A330-200, -200 Freighter, and -300 series airplanes; and Model A340-500 and -600 series airplanes. This AD was prompted by a quality control review on the final assembly line, which determined that the wrong aluminum alloy was used to manufacture several structural parts. This AD requires a one-time eddy current conductivity measurement of certain cabin and cargo compartment structural parts to determine if an incorrect aluminum alloy was used, and replacement of any affected part with a serviceable part. We are issuing this AD to address the unsafe condition on these products.
2017-17-11: We are adopting a new airworthiness directive (AD) for certain Dassault Aviation Model FALCON 7X airplanes. This AD was prompted by a report indicating that, under certain operational takeoff conditions, the available thrust in relation with the N1 indication is less than a certified value, which could affect the safety margins with an engine failure during takeoff. This AD requires modifying each engine by updating the electronic engine control (EEC) software and adjusting the engine N1 trim value, and revising the airplane flight manual (AFM). We are issuing this AD to address the unsafe condition on these products.
55-21-02: 55-21-02 PIPER: Applies to All Model PA-23 Aircraft Through Serial Number 23-321, Except Serial Numbers 23-310, -311, -315, and -319. Compliance required as indicated. The wing front spar attachment fitting P/N 17079 at the centerline of the fuselage must be inspected and reinforced as indicated below. This is a welded steel fitting bolted to the front face of the front spar web and is accessible through the wing bottom access panel. I. Compliance required prior to next flight and at every 15 hours thereafter. Visually inspect the wing front spar attachment fitting and if any damage is found such as bent flanges or any other visible distortion contact the Piper Corp. for further instruction prior to returning airplane to flight status. II. Compliance required prior to November 1, 1955. If inspection of item I discloses no defects install reinforcement fitting assembly in accordance with Piper reinforcement Kit 754112 or equivalent. The inspections required in item I are not required after incorporating the fitting reinforcement. (Piper Service Bulletin No. 142 dated October 4, 1955, covers this same subject.)
67-09-02: 67-09-02 BRANTLY: Amdt. 39-373 Part 39 Federal Register March 21, 1967. Applies to Models B-2, B-2A, and B-2B Helicopters with P/N B2-324 Transmission Serial Numbers Prior to Serial Number 307. Compliance required as indicated. To improve the service life and reliability of the upper main rotor mast bearing, within the next 100 hours' time in service after the effective date of this AD, remove the Fafnir P/N 212K bearing presently installed and replace it with an Indiana Gear Works P/N 4524A56, Revision E, sealed bearing. This substitution is to be accomplished as prescribed by Brantly Helicopter Company Service Bulletin No. 21 and applicable sections of the Model B-2 Series helicopter maintenance manuals. This directive effective April 20, 1967
54-20-01: 54-20-01 AIRCRAFT BELT AND TRIM (SAFETY BELT): Applies to Model LBM-1900 (Dwg. No. 19001) Safety Belts Manufactured Prior to April 1, 1954. Compliance required as soon as possible but not later than March 1, 1955. Based on a complaint alleging noncompliance with strength standards of FAA Technical Standard Order C22, verification tests were conducted by the National Bureau of Standards at FAA request, which revealed that the belt assemblies of this make and model manufactured prior to April 1, 1954, with LBM-1900-3 and -3A buckles, were under strength for a majority of specimens tested. These tests are considered as evidence of nonconformance with terms of the TSO. Therefore, TSO-labeled belts of this model as noted above which were manufactured prior to April 1, 1954, can no longer be considered as complying with the prescribed airworthiness standards and, accordingly, must not be used in civil aircraft. Belts of this model manufactured subsequent to April 1,1954, incorporate a buckle of improved design and tests reveal this belt assembly to be in accordance with TSO-C22 tension test requirements. This supersedes AD 54-03-01.
66-29-01: 66-29-01 BOEING: Amdt. 39-301 Part 39 Federal Register November 5, 1966. Applies to Model 727 Series Airplanes. \n\n\tCompliance required as indicated. \n\n\tTo prevent loss of the cowl panels in flight, and resulting damage to the aircraft structure, accomplish the following or an equivalent approved by the Chief, Aircraft Engineering Division, FAA Western Region: \n\n\t(a)\tWithin the next 1,500 hours' time in service after the effective date of this AD, unless already accomplished, modify the side engine cowl panel latch assemblies in accordance with Boeing Service Bulletin No. 71-14 or later FAA-approved revision. Replacement of Hartwell Manufacturing Company hook latch spring, P/N 104914-1, with P/N 106054-1 is optional. \n\n\t(b)\tWithin the next 3,000 hours' time in service after the effective date of this AD, unless already accomplished, modify the center engine cowl panel latch frames in accordance with Boeing Service Bulletin No. 71-27 or later FAA-approved revision. \n\n\tThisdirective effective December 5, 1966.
2017-17-09: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 737-300, -400, and -500 series airplanes. This AD was prompted by a manufacturer's review that showed that the fuel tank access door at a certain wing buttock line did not have an engineered ground path with the mating wing structure. This AD requires replacing the fuel tank access door, doing a check of the electrical bond, doing related investigative and corrective actions if necessary, and revising the maintenance or inspection program by incorporating an airworthiness limitation (AWL). We are issuing this AD to address the unsafe condition on these products.
55-14-02: 55-14-02 PIPER: Applies to Model PA-23 Serial Numbers 23-1 to 23-208 Inclusive. Compliance required by August 1, 1955. Because of possible damage to the hydraulic actuating cylinders for the landing gear system and flap system of the two end plug retaining pins, as a result of excessive pressures caused by thermal expansion, it is necessary that these cylinders be inspected and replaced or modified as follows: 1. If the cylinder housing is upset or fractured, it must be replaced by a new reinforced cylinder P/N 455927. (Piper Service Bulletin No. 138 dated May 9, 1955, covers this same subject.) 2. If the cylinder housing is not upset or fractured, it must either be replaced by P/N 455927, or reinforced by adding two retaining plugs in accordance with Piper Service Letter No. 250 dated June 8, 1955. This supersedes AD 55-12-01.
2017-16-04: We are adopting a new airworthiness directive (AD) for Romtex torso restraint systems (restraint systems) installed on but not limited to Airbus Helicopters Model AS350B2, AS350B3, EC130B4, EC130T2, and AS355NP helicopters. This AD requires replacing certain restraint system buckles. This AD was prompted by a report of several restraint system buckle knobs breaking. The actions of this AD are intended to correct an unsafe condition on these products.
54-14-01: 54-14-01 CURTISS-WRIGHT: Applies to all Model C-46 Series aircraft. Compliance required as indicated. A. Inspection. 1. Carefully inspect the outboard horizontal stabilizer rib, which supports the outboard elevator hinge, left and right, P/N 20-110-5014-2 and angles, P/N 20-110-5014-4 for cracks in the area from the rib end to a point at least 6 inches forward of the trailing edge of the stabilizer. (a) On aircraft which do not have the modification described in paragraphs B1 and B2 below, this inspection is required every 100 hours. (b) On aircraft which do have the modification described in paragraphs B1 and B2 below, this inspection is required every 800 hours. (c) Deleted, March 28, 1955. B. Replacement. 1. If cracks are found in the angles, P/N 20-110-5014-4, remove and replace with a similar angle fabricated from 0.040 24ST or 0.040 24SO aluminum allow sheet. Specification No. AN A-13, condition A, heat treat in accordance with Specification AN 01-1A- 1. 2. If cracks are found in the rib, P/N 20-110-5014-2, reinforce each rib as follows: (a) Fabricate (per airplane) four angles, P/N 20-110-5014-1201 from 0.051 24STAL sheet, 15 inches long with 0.62 x 0.71 inch leg, and install at top and bottom on outboard side of rib and extending forward from the forward edge of hinge block assembly, P/N 20-110-5112-3 or 20-110-5070-502. 24ST aluminum alloy extrusion, Alcoa Die No. 12883, may be used as an alternate material if desired. Pick up existing rivets in the rib and skin. (b) Fabricate (per airplane) four angles, P/N 20-110-5014-1202 from 0.051 24STAL sheet, 8.80 inches long with 0.62 x 0.71 inch legs and install angles on inboard side of rib at top and bottom, picking up the six bolts in the hinge block assembly P/N 20-110-5112-3 or 20-110-5020-502, and extending forward 8.80 inches from the end of the rib. 24ST aluminum alloy extrusion Alcoa Die No. 12883 may be used as an alternate materialif desired. In addition to picking up the existing rivets, add three additional rivets at top and bottom between the existing rivets through the web of the rib assembly, and add four rivets, both top and bottom through the flange of the rib and leg of the angle. (c) To assemble reinforcement angles called for in parts (a) and (b), the following modifications to the existing structure are necessary: (1) Cut clip, P/N 20-110-5033-1 to clear angles - 1201 and install. (2) Cut angle P/N 20-110-5014-5 to clear angles - 1202 and install. (3) Cut skin, P/N 20-110-5001-66, to clear angles - 1202 and replace rivets. (Army Technical Order 01-25L-103 or Curtiss-Wright Service Information Letters: SBS:ASF:asf-7195, dated October 26, 1946, and its enclosures, cover this same subject.) This supersedes AD 47-51-1.
55-08-04: 55-08-04 PIPER: Applies to Model PA-22 Serial Numbers 22-1621 Through 22-1625, 22-1627, 22-1630, 22-1633, 22-1634, 22-1637. Compliance required as soon as possible but not later than July 1, 1955. The Hypass No. 48P6 ignition filters should be removed from the magnetos and replaced with magneto filter, Piper No. 63149 (Lear) obtainable from the Piper Service Department. It has been found that the Hypass No. 48P6 filters short and ground out the magnetos when subjected to a temperature which has been reported to be equal to the engine accessory temperature after a series of takeoffs have been performed.
55-08-01: 55-08-01 BEECH SAFETY BELT BUCKLES: Applies to All Beech Safety Belt Buckles, P/N 113652. Compliance required as soon as possible but not later than September 1, 1955. Inspect Beech safety buckles by checking the buckle lever attachment pin for snap ring retainers installed at each end. All Beech buckles with buckle lever dowel type attaching pin retainers in lieu of buckle lever attaching pins with snap ring retainers should be retired from service by replacement with the newer improved safety buckle with through pin and snap ring retainers. (Beech Service Bulletin No. OS-55-1 issued January 25, 1955, covers this same subject.)
55-09-01: 55-09-01 BOEING: Applies to all Model 377 aircraft with Hamilton Standard Propellers. To be accomplished as soon as practicable but not later than June 30, 1955. Loss of manual r.p.m. control can occur as a result of tripping of the fast-acting magnetic circuit breaker before the slow-acting fuse is blown on a faulted branch. Improved circuit protective coordination and resultant reliability in the manual control function should be provided by replacing the "Manual" 10-ampere magnetic circuit breaker with a 5-ampere thermal type breaker, and replacing the four 5-ampere fuses in the synchronizer unit with 2 ampere Slo-Blo fuses. (Hamilton Standard Service Bulletin No. 283 dated December 21, 1953, covers this same subject.)
2017-15-08: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc., Model CL-600-2E25 (Regional Jet Series 1000) airplanes. This AD requires modifying the bleed-air duct and detection system; and revising the maintenance or inspection program, as applicable. This AD was prompted by a report of a possibility that the shrouds of the high pressure bleed air ducts could deteriorate and their maximum permitted leakage rate could be exceeded. We are issuing this AD to address the unsafe condition on these products.
67-03-01: 67-03-01 CESSNA: Amdt. 39-338 Part 39 Federal Register January 14, 1967. Applies to Model 150 Series Airplanes, Serial Numbers 17001 through 15061328, Equipped With Right- Hand Exhaust Gas Cabin Heat Exchanger (Muffler). Compliance required within the next 50 hours' time in service after the effective date of this AD, unless already accomplished within the last 50 hours' time in service, and thereafter at intervals not to exceed 100 hours' time in service from the last inspection, until the exhaust system is modified in accordance with Cessna Service Letter No. 65-72 dated July 27, 1965, or later FAA-approved revision, or an equivalent approved by the Chief, Engineering and Manufacturing Branch, FAA Central Region. Several cases of exhaust gas cabin heat exchanger cracking have occurred, allowing carbon monoxide to enter the cabin with cabin heat "ON." To minimize the possibility of carbon monoxide contamination of cabin air, accomplish either of the following or an FAA approved equivalent: (a) Inspect right-hand exhaust gas cabin heat exchanger (muffler) for cracks by conducting a pressure test of 1 1/2 p.s.i. in accordance with paragraph 12-93 of Cessna 100 Series Service Manual dated November 1962. Replace cracked exhaust gas cabin heat exchanger before further flight with an exchanger inspected in accordance with this AD and found free of cracks. (b) Conduct a ground test with a carbon monoxide indicator by heading the airplane into the wind, warming the engine on the ground, advancing throttle to full static r.p.m. with cabin heater "ON", and taking carbon monoxide readings of the heated air stream at the cabin heater deflector, P/N 0411824, on the firewall inside the cabin and another reading immediately thereafter in free air 15 feet in front of the propeller, with engine shut down. If carbon monoxide indication in the cabin is greater than in free air, comply with (a) before further flight. This supersedes AD 64-17-03.This directive effective January 14, 1967.
2017-14-12: We are superseding Airworthiness Directive (AD) 2015-22-06 which applied to all Airbus Model A318, A319, A320, and A321 series airplanes. AD 2015-22-06 required revising the After Start Normal Procedures section of the airplane flight manual (AFM) to provide procedures that address latent failures in the spoiler and elevator computer (SEC). This AD requires installing new updated SEC software. This AD was prompted by reports that certain maintenance messages indicated the loss of elevator servo control monitoring performed by SEC 1, SEC 2, or both, during the engine start. We are issuing this AD to address the unsafe condition on these products.
2017-16-02: We are adopting a new airworthiness directive (AD) for Agusta S.p.A. Model A109S helicopters. This AD requires adding limitations to the rotorcraft flight manual (RFM). This AD was prompted by a report of a cabin liner detaching from the helicopter and hitting the main rotor (M/R) blades during flight. The actions of this AD are intended to prevent an unsafe condition on these products.
47-50-03: 47-50-03 PIPER: Applies to J3, J3C Series, J3F Series, J3L Series and J3P. Inspection required after each 100 hours of operation. Inspect the front and rear canvas seat installations and note the condition of canvas, eyelets, and lacing. Any parts showing signs of wear, tearing, fraying or substandard material the failure of which could cause possible interference with the control system should be replaced. Check the tautness of the canvas to insure that position clearance with all parts of the elevator control system exists when the seats are occupied. (Piper Service Bulletin No. 45 covers this same subject.)
2017-15-12: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 737-300, -400, and -500 series airplanes. This AD was prompted by an evaluation by the design approval holder (DAH) indicating that the lower skin at the skin lap splice lower fastener row is subject to widespread fatigue damage (WFD). This AD requires repetitive inspections for cracking in the skin lap splice at the lower fastener row, and repair if necessary. We are issuing this AD to address the unsafe condition on these products.