Results
75-17-11: 75-17-11 ALEXANDER SCHLEICHER: Amendment 39-2313. Applies to ASW 15 gliders, serial numbers 15001 thru 15183, certificated in all categories. Compliance is required within the next ten hours time in service after the effective date of this AD and thereafter at intervals not to exceed 50 hours time in service from the last inspection until the rudder nose is reinforced in accordance with paragraph (b)(2) of this AD. To prevent rudder jam due to improper fin-rudder nose clearance, accomplish the following: (a) Visually inspect the rudder nose for deformation and measure the gap between the fin and rudder. The acceptable gap is between 2 to 3 mm at the lower rudder hinge tapering to an allowable gap of between 1 to 2 mm at the upper end of the vertical fin. (b) If the measured gap is not within limits, or a deformation of the rudder nose is found, comply with the following: (1) Reform the rudder nose inward until the gap is within limits by applying heat in accordance with paragraph 1 of the instructions contained in Alexander Schleicher ASW 15 Technical Note 10 dated January 30, 1973, or an FAA-approved equivalent. (2) Reinforce rudder nose in accordance with paragraph 2 of the instructions contained in Alexander Schleicher ASW 15 Technical Note 10 dated January 30, 1973 and Alexander Schleicher drawing L-272 150.36/37.B1.33, or an FAA-approved equivalent. This amendment becomes effective August 18, 1975.
2012-21-05: We are adopting a new airworthiness directive (AD) for certain Hawker Beechcraft Corporation Model G58 airplanes. This AD was prompted by notification from Hawker Beechcraft Corporation that certain affected aircraft were produced with the incorrect gauge wiring installed. This AD requires replacement of the incorrect gauge wiring with the correct wiring required by type design and the aircraft's circuit protection. We are issuing this AD to correct the unsafe condition on these products.
2012-21-03: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 747-100, 747-100B, 747-100B SUD, 747-200B, 747- 200C, 747-200F, 747-300, 747SR, and 747SP series airplanes. This AD was prompted by reports of two in-service occurrences on Model 737-400 airplanes of total loss of boost pump pressure of the fuel feed system, followed by loss of fuel system suction feed capability on one engine, and in-flight shutdown of the engine. This AD requires repetitive operational tests, and corrective actions if necessary. We are issuing this AD to detect and correct loss of the engine fuel suction feed capability of the fuel system, which, in the event of total loss of the fuel boost pumps, could result in dual engine flameout, inability to restart the engines, and consequent forced landing of the airplane.
2012-21-02: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 767-200, -300, -300F, and -400ER series airplanes. This AD was prompted by a design review following a ground fire incident and reports of flammable fluid leaks from the wing leading edge area onto the engine exhaust area. This AD requires modification of the fluid drain path in the leading edge area of the wing. We are issuing this AD to prevent flammable fluid from leaking onto the engine exhaust nozzle, which could result in a fire.
48-21-01: 48-21-01 BELLANCA: Applies to All Aircraft Equipped With Franklin Model 6A4-150- B3 and B31 Engines. Compliance required after each 25 hours of operation. To prevent possible binding of accelerator pump linkage in Marvel-Schebler MA-3-SPA carburetor, check for worn accelerator pump linkage. Worn parts should be replaced. Marvel- Schebler have a kit (Part A666-581) available for this purpose. (Franklin Service Bulletin No. 61 covers this same subject.)
57-25-01: 57-25-01 Applies to All Aircraft engaged in Spraying Operations, Including Restricted Purpose Aircraft Certificated Under CAR Part 8 Equipped With Diaphragm Type Spray Pressure Regulators Vented in the Cockpit. Compliance required by February 1, 1958. A recent accident was caused by the failure of the diaphragm in a spray pressure regulator which permitted spray fluid to enter the cockpit through the regulator vent. Since this accident, reports have been received of several other cases of failures of these units. To prevent the release of toxic vapors into cabins or cockpits of spray planes, it is required that all diaphragm type pressure regulators be vented to the outside of the airplane. This venting may be accomplished similar to the spray tank venting noted in Section 2.415, Appendix A, of CAM 8 by means of a suitable tubing or hose extension to the outside of the fuselage.
2012-20-07: We are superseding an existing airworthiness directive (AD) for all Airbus Model A318-111 and -112 airplanes; and all Model A319, A320, and A321 series airplanes. That AD currently requires revising the Airworthiness Limitations Section (ALS) of the Instructions for Continued Airworthiness to incorporate new limitations for fuel tank systems. This new AD requires revising the maintenance program to incorporate revised fuel maintenance and inspection tasks, and adds airplanes to the applicability. This AD was prompted by Airbus issuing more restrictive maintenance requirements and/or airworthiness limitations. We are issuing this AD to prevent the potential of ignition sources inside fuel tanks, which, in combination with flammable fuel vapors, could result in a fuel tank explosion and consequent loss of the airplane.
2000-07-11 R1: We are rescinding an airworthiness directive (AD) for all Piaggio Aero Industries S.p.A Model P-180 airplanes. That AD was prompted by mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Italy. We issued that AD to prevent the brake hydraulic fluid from leaking because of the brake assembly rods contacting the brake valve tubing, which could result in the inability to adequately stop the airplane during ground operations. Since we issued that AD, we have determined this is no longer an unsafe condition and that regularly scheduled annual inspections address this subject.
75-17-22: 75-17-22 SOCATA: Amendment 39-2324. Applies to Socata Models MS880B and MS885 airplanes, certificated in all categories, Serial Numbers 1 through 395 which have aluminum lateral front horizontal stabilizer attachment brackets installed. Compliance is required as indicated, unless already accomplished. To prevent failure of the aluminum lateral front horizontal stabilizer attachment brackets, accomplish the following: (a) Within the next 10 hours' time in service after the effective date of this AD, inspect the left and right lateral front horizontal stabilizer attachment brackets for cracks in accordance with Socata Service Rallye No. 12/1, Gr. 55.01 dated January 1972 or an FAA- approved equivalent. (b) If cracks are found in either bracket, before further flight, comply with paragraph (d) of this AD. (c) If no cracks are found, within the next 100 hours' time in service after the effective date of this AD, comply with paragraph (d) of this AD. (d) Replace the left and right aluminum lateral front horizontal stabilizer attachment brackets with steel brackets, P/Ns 880.33.0.106.1 and 880.33.0.106.2, respectively. This amendment becomes effective August 19, 1975.
2012-20-06: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 737-200 and -200C series airplanes. This AD was prompted by a report of elevator vibration and bearing swage failures. This AD requires, for certain airplanes, repetitive inspections for any discrepancies (such as a gap or a loose spacer) of the aft attach lugs for the elevator tab control mechanism, and replacement if necessary; and, for other airplanes, contacting the FAA for inspection or repair instructions and doing the work specified in those instructions. We are issuing this AD to detect and correct discrepancies in the aft attach lugs for the elevator tab control mechanism, which could result in elevator and tab vibration. Consequent structural failure of the elevator or horizontal stabilizer could result in loss of structural integrity and loss of airplane control.
96-07-05: 96-07-05 DORNIER: Amendment 39-9554. Docket 95-NM-136-AD. Applicability: Model 328-100 series airplanes, serial numbers 3005 through 3024 inclusive; certificated in any category. NOTE 1: This AD applies to each airplane identified in the preceding applicability provision, regardless of whether it has been modified, altered, or repaired in the area subject to the requirements of this AD. For airplanes that have been modified, altered, or repaired so that the performance of the requirements of this AD is affected, the owner/operator must request approval for an alternative method of compliance in accordance with paragraph (b) of this AD. The request should include an assessment of the effect of the modification, alteration, or repair on the unsafe condition addressed by this AD; and, if the unsafe condition has not been eliminated, the request should include specific proposed actions to address it. Compliance: Required as indicated, unless accomplished previously.To prevent failure of the attachment structure of the rudder damper in the event of aerodynamic gust loads, accomplish the following: (a) Within 6 months after the effective date of this AD, install a reinforcement doubler on the rudder skin in accordance with Dornier Service Bulletin SB-328-27-063, Revision 1, dated January 26, 1995. (b) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Standardization Branch, ANM-113. NOTE 2: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113. (c) Special flight permits may be issued in accordance with sections 21.197 and 21.199 of the Federal Aviation Regulations (14 CFR 21.197 and 21.199) to operate the airplane to a location where the requirements of this AD can be accomplished. (d) The installation shall be done in accordance with Dornier Service Bulletin SB-328-27-063, Revision 1, dated January 26, 1995. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR part 51. Copies may be obtained from Dornier Luftfahrt GmbH, P.O. Box 1103, D-82230 Wessling, Germany. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (e) This amendment becomes effective on April 29, 1996.
2012-20-03: We are superseding an existing airworthiness directive (AD) for certain The Boeing Company Model 747 airplanes. That AD currently requires repetitive visual inspections around the bushings of the wing landing gear (WLG) beam outboard end fittings for corrosion, and rework if necessary; and ultrasonic inspections for cracks of the outboard end fittings of the WLG support beams, and rework if necessary. This new AD adds airplanes and adds repetitive inspections of the outboard end fitting of the left and right WLG support beams for cracks and corrosion, and corrective actions if necessary. This AD was prompted by new reports of corrosion damage to the end fittings of the WLG support beams, and one report of subsequent cracking in the end fittings. We are issuing this AD to detect and correct corrosion and subsequent cracking in the outboard end fittings, which could result in separation of the fitting and damage to adjacent flight control cables and hydraulic systems and consequent reduced controllability of the airplane.
96-09-14: This amendment adopts a new airworthiness directive (AD) that applies to all Dornier 228 series airplanes. This action requires revising the Airplane Flight Manual (AFM) to provide the flight crew with recognition cues for, and procedures for exiting from, severe icing conditions, and to limit or prohibit the use of various flight control devices. This amendment is prompted by results of a review of the requirements for certification of the airplane in icing conditions, new information on the icing environment, and icing data provided currently to the flight crews. The actions specified by this AD are intended to minimize the potential hazards associated with operating the airplane in freezing rain or freezing drizzle conditions by providing more clearly defined procedures and limitations associated with such conditions.
2012-20-01: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 737-100, -200, and -200C series airplanes. This AD was prompted by a report of a severed upper butt strap, and cracks in the forward skin and bonded doubler, on one airplane. This AD requires repetitive inspections for cracks and a chemical spot test in the area of station (STA) 908, and related investigative and corrective actions, if necessary. For certain airplanes, this AD requires an inspection and modification. We are issuing this AD to prevent cracks at the adjacent mating skins (forward and aft), which could initiate just above stringers S-4R and S-4L; and could grow and result in a decompression event.
58-19-02: 58-19-02 HAMILTON STANDARD: Applies to All Hamilton Standard 2J17 Hollow Steel Propeller Blades Installed on Boeing 377 Aircraft. Compliance required as indicated. Operators that are using or have used these blades learned through adverse experiences that exceptional maintenance procedures and repair techniques are required to assure the continued airworthiness of these blades. In order to preclude the possibility of additional adverse experiences occurring either under the supervision of the present operators or other operators who will acquire some of the involved aircraft, the following shall apply: 1. Not later than August 1, 1959, remove from service all 2J17 Series propeller blades. 2. Prior to August 1, 1959, no operator who has not had previous experience in the overhaul and maintenance of 2J17 Series propeller blades shall be issued a certificate of airworthiness for aircraft on which these blades are installed.
99-17-09: This amendment adopts a new airworthiness directive (AD) that is applicable to Allison Engine Company, Inc AE 2100A and AE 2100C series turboprop engines. This action requires initial and repetitive visual inspections of the propeller gearbox (PGB) and power section (P/S) strut fittings for notches and cracks, and, if necessary, replacement with serviceable parts. In addition, this action requires removing and replacing strut fittings as well as reworking them to the latest configuration identified by a new part number (P/N). This amendment is prompted by reports of P/S strut fitting notches and cracks. The actions specified in this AD are intended to prevent PGB and P/S strut fitting cracks, which could result in PGB misalignment, in-flight engine shutdown, and possible loss of the propeller.
2012-19-11: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 737 airplanes. This AD was prompted by a report of a flightcrew not receiving an aural warning during a lack of cabin pressurization event. This AD requires incorporating design changes to improve the reliability of the cabin altitude warning system by installing a redundant cabin altitude pressure switch, replacing the aural warning module (AWM) with a new or reworked AWM, and changing certain wire bundles or connecting certain previously capped and stowed wires as \n\n((Page 60297)) \n\nnecessary. For certain airplanes, this AD also requires prior or concurrent incorporation of related design changes by modifying the instrument panels, installing light assemblies, modifying the wire bundles, and installing a new circuit breaker, as necessary. We are issuing this AD to prevent the loss of cabin altitude warning, which could delay flightcrew recognition of a lack of cabin pressurization, and could result in incapacitation of the flightcrew due to hypoxia (a lack of oxygen in the body), and consequent loss of control of the airplane.
68-17-05: 68-17-05 ROLLS-ROYCE: Amdt. 39-636 as amended by Amendment 39-1318 is further amended by Amendment 39-1474. Applies to Spey Engines Models 506-14, 510-14, 511-8, and 511-14. Compliance required as indicated, unless already accomplished. To prevent or contain a possible failure of the H.P. center section air duct and thereby prevent possible secondary powerplant damage, accomplish the following: (a) Within the next 300 hours time in service after the effective date of this AD, visually inspect (with the aid of a mirror as necessary) the high pressure air system center section duct, P/Ns EU.29670A and EU.63415A, particularly adjacent to welds, for cracks (discoloration of the cowling and engine adjacent to the duct may be indicative of a duct crack), and incorporate a stainless steel wire braid wrap around the high pressure air system center section duct, P/Ns EU.29670A and EU.63415A, in accordance with Rolls-Royce Service Bulletin No. SP. 75-86, dated November 20, 1967, or later ARB-approved or an equivalent approved by the Chief, Aircraft Certification Staff, FAA, Europe, Africa and Middle East Region. (b) At the next scheduled aircraft inspection when the engine is uncowled after compliance with paragraph (a), and thereafter at intervals not to exceed 1,000 hours' time in service from the last inspection, inspect (with the aid of a mirror as necessary) the exposed high pressure air system center section duct for signs of cracking and the stainless steel wire braid wrap for security, distortion, and discoloration. NOTE: Distortion or discoloration of the wire wrap may be indicative of a duct crack. (c) If defects are found during the inspections required by paragraphs (a) and (b), before further flight, replace, as required, the center section duct with a serviceable P/N EU.29670A or P/N EU.63415A duct and a new stainless steel wire braid wrap. (d) Upon the request of an operator, an FAA maintenance inspector, subject to priorapproval of the Chief, Aircraft Certification Staff, FAA, Europe, Africa and Middle East Region, may adjust the repetitive inspection interval 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. Amendment 39-636 became effective September 14, 1968. Amendment 39-1318 became effective October 12, 1971. This Amendment 39-1474 becomes effective 28 June 1972.
2012-19-09: We are adopting a new airworthiness directive (AD) for Eurocopter France (Eurocopter) Model EC 155B, EC155B1, SA-365N1, AS- 365N2 and AS 365 N3 helicopters to require visually inspecting the tail rotor hub (TRH) for a crack and removing the TRH if a crack exists. This AD is prompted by reports of cracks on two TRHs. These actions are intended to prevent the tail rotor from jamming, which could lead to reduced or loss of control of the helicopter.
72-03-01: 72-03-01 SIKORSKY AIRCRAFT: Amdt. 39-1382. Applies to S-61 Type Helicopters Certificated in all Categories. To prevent failures of flight control system components accomplish the following: (a) Within the next 30 days after the effective date of this AD, unless already accomplished, and thereafter at intervals not to exceed 30 days from the last inspection, perform inspections of 7075-T6 and 7079-T6 aluminum alloy forgings of the flight control systems in accordance with Section 2 Accomplishment Instructions, Part IA (1) of Sikorsky Service Bulletin No. 61B40-5A or later FAA-approved revisions, or an alternate method approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. If a crack is found, remove the component from service prior to further flight. (b) Within the next 75 days after the effective date of this AD, unless already accomplished, perform an inspection of control system components P/N S6140-62118, S6140-62115 and S6140-20004 in accordance with Section 2, Accomplishment Instructions, Part IIB of Sikorsky Service Bulletin No. 61B40-5A or later FAA-approved revisions or an alternate method approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. If a crack is found, remove the component from service prior to further flight. This amendment is effective February 1, 1972.
2012-19-08: We are adopting a new airworthiness directive (AD) for General Electric Company GEnx-1B54, GEnx-1B58, GEnx-1B64, GEnx-1B67, GEnx-1B70, GEnx-1B54/P1, GEnx-1B58/P1, GEnx-1B64/P1, GEnx-1B67/P1, GEnx-1B70/P1, GEnx-1B70/72/P1, GEnx-1B70/75/P1, GEnx-1B74/75/P1, GEnx-1B75/P1, GEnx- 2B67, and GEnx-2B67B turbofan engines. This AD requires initial and repetitive ultrasonic inspections (UI) of certain part number (P/N) fan mid shafts (FMS) for cracks. This AD was prompted by a report of an FMS failure and a report of a crack found in another FMS. We are issuing this AD to prevent failure of the FMS resulting in one or more engine failure(s) and possible loss of the airplane.
2012-04-07: We are adopting a new airworthiness directive (AD) for certain Airbus Model A330-200 series airplanes; Model A330-300 series airplanes; Model A340-200 series airplanes; and Model A340-300 series airplanes. This AD was prompted by a report that three failures of the retraction bracket occurred during fatigue testing before the calculated life limit of the main landing gear (MLG). This AD requires repetitive replacement of the affected retraction bracket of the MLG. We are issuing this AD to prevent failure of the retraction bracket, which could result in a MLG extension with no damping, and consequent structural damage of the MLG.
2012-18-11: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model CL-600-2C10 (Regional Jet Series 700, 701, & 702), CL-600-2D15 (Regional Jet Series 705), and CL-600-2D24 (Regional Jet Series 900) airplanes. This AD was prompted by reports of failures of a hydraulic accumulator's screw-cap/end cap while on the ground that resulted in loss of use of that hydraulic system, and in high-energy impact damage to adjacent systems and structures. This AD requires an inspection for part numbers; repetitive inspections for any cracking of certain hydraulic system accumulators, and replacement, if necessary; and revising the maintenance program to include a life limit for certain hydraulic system accumulators. We are issuing this AD to prevent loss of use of a hydraulic system, which could result in reduced controllability of the airplane.
2012-19-01: We are superseding an existing airworthiness directive (AD) for certain Lycoming Engines (L)O-360, (L)IO-360, AEIO-360, O-540, IO- 540, AEIO-540, (L)TIO-540, IO-580, and IO-720 series reciprocating engines. That AD currently requires replacing certain crankshafts in the affected engines. This AD continues to require replacing certain crankshafts, corrects the start date of affected engine models in Lycoming Mandatory Service Bulletin (MSB) No. 569A to the start date in Supplement No. 1 to Lycoming MSB No. 569A, dated May 27, 2009, and [[Page 58004]] includes additional (formerly experimental) IO-390, AEIO-390, and AEIO- 580 series engine models having affected crankshafts. This AD was prompted by Lycoming Engines discovering that the start date of affected engine models in MSB No. 569A is incorrect and the need to include additional engine models having the affected crankshafts. We are issuing this AD to prevent failure of the crankshaft, which will result in total engine power loss, in-flight engine failure, and possible loss of the aircraft.
70-15-02: 70-15-02 CESSNA: Amdt. 39-1036. Applies to Models 336 (Serial Numbers 336-0001 through 336-0195), 337, 337A, B, C and D (Serial Numbers 337-0001 through 337-1193), T337B, C and D (Serial Numbers 337-0526 through 337-1193) Airplanes. Compliance: Required as indicated, unless already accomplished. To prevent damage to fuel quantity indicators and the fuel tank transmitters due to overheating which can result in smoke emission in the cockpit and inaccurate fuel quantity indication, accomplish the following: Within 50 hours' time in service after the effective date of this AD, install a cooling duct directing ram air over the fuel quantity indicators and perform a functional ground check of the fuel quantity system in accordance with the instructions contained in Cessna Service Letter No. ME70-24, dated July 7, 1970, or later FAA approved revision, or any other method approved by the Chief, Engineering & Manufacturing Branch, FAA, Central Region. This amendment becomes effective July 21, 1970.