Results
47-32-10: 47-32-10 BELL: (Was Mandatory Note 10 of AD-1H-1.) Applies to Models 47B and 47B3 Helicopters. Compliance required at the next 50-hour transmission teardown inspection. Replace the main rotor mast assembly with mast assembly, 47-130-100-2. (Bell Service Bulletin 47C24, dated June 26, 1947, also covers this same subject.)
2006-23-15: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 757 airplanes. This AD requires installing a control wheel damper assembly at the first officer's drum bracket assembly and aileron quadrant beneath the flight deck floor in section 41; doing a functional test and adjustment of the new installation; and doing related investigative/corrective actions if necessary. For certain airplanes, this AD also requires doing an additional adjustment test of the re-located control wheel position sensor, and an operational test of the flight data recorder and the digital flight data acquisition unit. This AD also requires installing vortex generators (vortilons) on the leading edge of the outboard main flap on certain airplanes. This AD results from several reports that flightcrews experienced unintended roll oscillations during final approach, just before landing. We are issuing this AD to prevent unintended roll oscillations near touchdown, which could resultin loss of directional control of the airplane, and consequent airplane damage and/or injury to flightcrew and passengers.
70-13-01: 70-13-01 BRITISH AIRCRAFT CORPORATION: Amdt. 39-1012. Applies to Models BAC 1-11 200 and 400 series airplanes having razor socket supply transformer P/N RD.10590 installed. To prevent overheating of the razor socket supply transformer when a non-compatible electrical appliance is connected into a razor socket, within the next 1500 hours' time in service after the effective date of this AD, unless already accomplished, accomplish either of the following: (a) De-activate the razor sockets by disconnecting, insulating, and tying back the socket supply cable from the appropriate circuit breaker and fitting a locking clamp to the circuit breaker knob; or (b) Modify the razor socket circuit to provide a 1/4 ampere fuse in the positive line of the rectified output of the transformer in accordance with British Aircraft Corporation Model BAC 1-11 Service Bulletin No. 25-PM4458 dated February 9, 1970, or a later ARB-approved issue, or an FAA-approved equivalent. (British Aircraft Corporation Model BAC 1-11 Service Bulletin No. 25-A-PM4458 refers to this subject.) This amendment becomes effective July 13, 1970.
48-08-03: 48-08-03 NAVION: Applies to Serial Numbers NAV-4-2 Through NAV-4-1110. To be accomplished as soon as possible but not later than April 1, 1948. To insure full opening of the fuel shutoff valve when the control knob is pushed to the full "ON" position, conduct the following inspection: Determine that the fuel shutoff valve flexible control is adequately supported along its length from the instrument panel to the shutoff valve to prevent buckling of the flexible control when it is moved to the "ON" position while valve motion is restrained by the fingers to simulate moderate valve friction. One additional support clip must be added adjacent to the present support clip at the valve end of the flexible control to prevent rotation of the present clip and resultant misalinement of the flexible control if the clip attaching screw should become loose. Other additional support clips along the flexible control may be necessary. Also determine that the control is properly rigged with respect to valve detents and that excess wire has been cut from the valve end of the control wire to prevent snagging of the end of the wire in the upholstery.
2006-23-08: We are adopting a new airworthiness directive (AD) for the products listed above. 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: "Over a period of time, the alteration of one electronic control unit (ECU) electronic component can cause a rapid uncontrolled power increase. Several occurrences have already been reported during engine start or during engine warm-up." The event can also occur in flight which can result in loss of control of the airplane. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
70-17-04: 70-17-04 MORANE SAULNIER: Amdt. 39-1066. Applies to Models MS. 880B, MS. 885, and MS. 894A airplanes. To prevent possible fires resulting from leaks in the fuel system, within the next 50 hours' time in service after the effective date of this AD, unless already accomplished, modify the fuel system by installing flexible fuel lines between the engine pump and the carburetor and in the fuel pressure system in accordance with Parts 2 and 3 of SOCATA Service Bulletin No. 56, dated December 1968, or later SGAC-approved issue or an FAA-approved equivalent. This amendment becomes effective September 12, 1970.
75-17-14: 75-17-14 SOCIETE NATIONALE INDUSTRIELLE AEROSPATIALE: Amendment 39- 2316. Applies to "PUMA" Helicopter Models SA-330F and SA-330G, certificated in all categories, incorporating main rotor blades which have leading edge erosion protective strips. Compliance is required within the next 100 hours time in service after the effective date of this AD, unless already accomplished in accordance with Puma SA-330 Service Bulletin No. 05.39. To prevent failure of the main rotor blade due to cracks in the region of the leading-edge erosion protection, inspect for cracks, repair as necessary, and return to service, in accordance with paragraph 1C of Puma SA-330 Service Bulletin No. 05.39, dated December 8, 1974, or an equivalent approved by the Chief, Aircraft Certification Staff, FAA Europe, Africa and Middle East Region. This amendment becomes effective August 18, 1975.
70-03-03: 70-03-03 BRITISH AIRCRAFT CORPORATION: Amdt. 39-930. Applies to Viscount Models 744, 745D, and 810 series airplanes. Compliance is required as indicated. To prevent possible failure of the fuselage pressure shell in the areas under the cockpit hood, accomplish the following: (a) For airplanes manufactured before February 28, 1959 - (1) Within the next 90 days after the effective date of this airworthiness directive, comply with the inspection requirements of paragraph (c). (2) Within the next 12 months after the effective date of this airworthiness directive, unless already accomplished, accomplish the rework required in paragraph (f). (b) For airplanes manufactured on or after February 28, 1959 - (1) Within the next 90 days after the effective date of this airworthiness directive, or within eight years after the date of manufacture, whichever occurs later, and thereafter at intervals not to exceed 12 months since the last inspection, comply withthe inspection requirements of paragraph (c). (2) Within 11 years after the date of manufacture, accomplish the rework required in paragraph (f). (c) Remove the cockpit hood fairing side panels. Visually inspect the exposed skin panels for corrosion, and visually inspect the wood packing strips around the window frames for water saturation. Guidance on identification of the degree of corrosion is given in the Airplane Corrosion Section of the Viscount Overhaul Manual for Model 744 airplanes; in the Instruction Manual for Model 745D airplanes; and in the Aircraft Manual for Model 810 airplanes. (d) If, during the inspections required by paragraph (c), skin corrosion is found which does not extend beyond the skin area exposed by removal of the cockpit hood fairing side panels, before further flight repair the corroded skin in accordance with the Viscount Repair Manual or comply with the requirements of paragraph (f). (e) If, during the inspections required by paragraph (c), skin corrosion is found which extends beyond the skin area exposed by removal of the cockpit hood fairing side panels, or the wood packing strips around the windows are found to be saturated with water, before further flight comply with the requirements of paragraph (f). (f) Remove the complete cockpit hood assembly, including the eyebrow fairing panels located above the windshield panels. Rework and reprotect the fuselage skin under these panels, and replace the wood window packing strips in accordance with paragraph 5.2.3 of British Aircraft Corporation Preliminary Technical Leaflet No. 278, Issue 1, for Models 744 and 745D airplanes; Preliminary Technical Leaflet No. 143, Issue 1, for Model 810 airplanes; or a later ARB- approved issue or FAA-approved equivalent. (g) The repetitive inspections required by paragraph (b)(1) may be discontinued after compliance with the requirements of paragraph (f) has been accomplished. This amendment becomes effective February 22, 1970.
2006-22-09: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 747 airplanes. This AD requires repetitive mid- and low-frequency eddy current inspections for cracks in the overlapped skin panels in the fuselage skin lap joints in sections 41, 42, 44, and 46, and corrective actions if necessary. This AD results from a report indicating that an operator found multiple small cracks in the overlapped skin panels in the fuselage skin lap joints. We are issuing this AD to detect and correct cracks in the overlapped skin panels, which could join together and result in reduced structural capability in the skin and consequent rapid decompression of the airplane.
70-11-04: 70-11-04 BELL: Amdt. 39-995. Applies to Bell Model 47B, 47B-3, 47D, 47D-1, 47G, 47G-2, 47H-1 helicopters, and to any other helicopters, equipped with wood main rotor blades and drag link equalizer horn, P/N 47-120-167-1. Compliance required within 50 hours' time in service after the effective date of this AD, unless already accomplished. To prevent possible failure of the drag link equalizer horn due to improper casting material, accomplish the one-time inspection for hardness as specified in Part I and Part II of Bell Helicopter Company Service Bulletin No. 144 SB dated October 9, 1969. Before further flight remove and replace horns having hardness values below those specified in Part II of Bell Helicopter Company Service Bulletin No. 144 SB. The manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to the Service Manager, Bell Helicopter Company, P. O. Box 482, Fort Worth, Texas 76101. These documents may also be examined at the Office of the Regional Counsel, Southwest Region, FAA, 4400 Blue Mound Road, Fort Worth, Texas, and at FAA Headquarters, 800 Independence Avenue, S.W., Washington, D.C. A historical file on this AD which includes the incorporated material in full is maintained by the FAA at its headquarters in Washington, D.C., and at the Southwest Region Office in Fort Worth, Texas. This amendment becomes effective June 26, 1970.
70-21-03: 70-21-03 ENTWICKLUNGSGEMEINSCHAFT: Amendment 39-1088. Applies to Model "PHOEBUS" A1, B1, and C Sailplanes up to and including S.N 934 which have a brake chute installed. To prevent the rudder from becoming blocked by the back-slipping chute coupling, within the next 100 hours' time in service after the effective date of this AD, unless already accomplished, replace the chute coupling with a modified coupling in accordance with Messerschmitt - Bolkow - Blohm Service Bulletin No. Phoebus-1/70 dated April 1970, or later LBA-approved issue or an FAA-approved equivalent. This amendment becomes effective November 5, 1970.
2006-21-11: The FAA is adopting a new airworthiness directive (AD) for Turbomeca Turmo IV A and IV C series turboshaft engines. This AD requires identifying, inspecting and replacing flexible lubrication pipes manufactured after April 1, 2003. If both engines on the same helicopter each have an affected pipe, then this AD requires replacing one of the affected pipes before further flight. This AD also requires initial and repetitive borescope inspections of affected pipes, visual inspections for oil leakage, and visual inspections of the oil filter, on engines that are not required to have an affected pipe replaced before further flight by this AD. This AD results from 7 reports of oil leakage due to the deterioration of flexible lubrication pipes manufactured after April 1, 2003. We are issuing this AD to prevent dual-engine failure on a twin-engine helicopter.
72-20-07: 72-20-07 ROLLS ROYCE (1971) LTD: Amdt. 39-1529. Applies to Rolls Royce Spey Model 555-15 Series engines on which Spey Modification 5046 has not been incorporated. These engines are installed on, but not necessarily limited to, Fokker Model F-28 airplanes. Compliance is required within the next 25 hours' time in service after the effective date of this AD, unless already accomplished within the last 975 hours' time in service prior to the effective date of this AD, and thereafter at intervals not to exceed 1,000 hours' time in service from the last inspection until Spey Modification 5046 is incorporated. To prevent fretting of fuel tubes which could cause leakage of fuel under pressure into the engine compartment, accomplish the following: (a) Inspect tubes, P/N's EU.20154A and EU.67548A, which run between the airflow control regulator and the R.P.M. signal transmitter and between the fuel flow regulator and the shut-off valve, respectively, for fretting and consequent loss of sectional thickness where the tubes meet immediately behind the P3 connection on the fuel flow regulator. (b) If evidence of fretting is found during an inspection required by paragraph (a), before further flight, except that the airplane may be flown in accordance with FAR 21.197 to a base where the repair can be performed, remove the tubes P/N's EU.20154A and EU.67548A, and either: (1) Rework and reinstall the affected tubes in accordance with Rolls Royce Spey Service Bulletin No. Sp 73-A161 dated February 2, 1972 or an FAA-approved equivalent; or (2) Replace the affected tubes with serviceable tubes of the same part number in accordance with Rolls Royce Spey Service Bulletin No. Sp 73-A161 dated February 2, 1972 or an FAA-approved equivalent. This amendment becomes effective October 2, 1972.
2006-20-11: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 757-200, -200PF, and -200CB series airplanes. This AD requires doing initial and repetitive detailed or high frequency eddy current inspections for cracks around the rivets at the upper fastener row of the skin lap splice of the fuselage, and repairing any crack found. This AD results from a report indicating that certain rivets were incorrectly installed in some areas of the skin lap splices during production because they were drilled with a countersink that was too deep. We are issuing this AD to detect and correct premature fatigue cracking at certain skin lap splice locations of the fuselage, and consequent rapid decompression of the airplane.
47-10-18: 47-10-18 LOCKHEED: (Was Mandatory Note 20 of AD-763-3.) Applies to All Model 49-46 Aircraft. Compliance required not later than 100 hours of operation after March 1, 1947, or during conversion of Model 49-51 aircraft to Model 49-46 aircraft, whichever occurs first. The hose connections in the fuel line between air metering chamber and fuel injection pump shall be changed to incorporate fire resistant hose and double hose clamps, using Wright Aeronautical Corporation P/N 856864 and 855403.
47-43-06: 47-43-06 CESSNA: (Was Service Note 4 of AD-768-5.) Applies to 120 and 140 Aircraft Serial Numbers 8001 to 10209, Inclusive. Inspection required whenever airplane is tied down in high winds without controls locked and upon each 100 hours of operation until Cessna parts 0422200-2 and 0422200-3 are installed. Inspect the aileron support ribs for indications of buckling or cracking, particularly in the narrow part of the web at the aft edge of the lightening hole and in the top flange just forward of the doubler plate. Any damaged support rib should be replaced with Cessna parts 0422200-2 (left) and 0422200-3 (right) which are made of 0.051-inch material and have a shorter lightening hole. (Cessna Service Letter No. 46 dated July 31, 1947, covers this same subject.)
2006-20-09: The FAA is adopting a new 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. This AD requires replacing certain crankshafts. This AD results from reports of 23 confirmed failures of similar crankshafts in Lycoming Engines 360 and 540 series reciprocating engines. 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.
2006-20-05: The FAA is adopting a new airworthiness directive (AD) for certain BAE Systems (Operations) Limited Model BAe 146 airplanes. This AD requires repetitive inspections to measure the depth of chafing or scoring in the skin along the full length of the wing-to-fuselage fairing from forward to aft ends at the contact between the seal and fuselage, and related investigative/corrective actions if necessary. This AD results from a report of chafing in this area. We are issuing this AD to detect and correct such chafing or scoring, which could result in reduced structural integrity of the fuselage.
48-25-02: 48-25-02 CESSNA: Applies to All 120 and 140 Aircraft Equipped With Cessna Welded Exhaust Muffler Assemblies. Inspection required each 25 hours of operation. Remove the carburetor air heater muff and cabin heater muff and inspect the muffler assemblies for any evidence of cracks paying particular attention to the areas of the mufflers and stacks adjacent to where the exhaust stacks and tailpipe are welded to the muffler assembly. The present placard calling for inspection of the mufflers every 100 hours should be revised to call for this inspection every 25 hours. This directive is intended to apply to only those aircraft equipped with exhaust muffler assemblies that are fabricated by welding exhaust stacks to muffler.
47-30-07: 47-30-07 BEECH: (Was Mandatory Note 3 of AD-2-582-2.) Applies Only to AT-11 Aircraft Which Are Not Equipped With Generator Circuit Protective Devices. To be accomplished prior to certification or, if certificated, on next periodic inspection but not later than October 1, 1947. In accordance with Figure 1 install a 50-ampere trip-free circuit breaker, Spencer Thermostat Co. PLM-50 or equivalent, between the battery terminal of each generator cutout and its respective ammeter shunt. The circuit breakers should be accessible in flight and labeled respectively: "LEFT GEN. CIRCUIT" and "RIGHT GEN. CIRCUIT."
2006-19-09: We are adopting a new airworthiness directive (AD) for certain Raytheon Aircraft Company (RAC) Model B300 airplanes. This AD requires you to modify the cabin passenger seats by installing a modification kit on each passenger seat, removing the existing technical standard order (TSO) label, and re-identifying each modified passenger seat assembly with a new part number. This AD results from the seats not meeting the ultimate load requirements of 14 CFR part 23 during structural testing of the seat with design changes. We are issuing this AD to prevent the passenger seats from failing during emergency landing conditions when high inertial loadings occur. Passenger seat failure may result in occupant injury.
2006-18-07: The FAA is adopting a new airworthiness directive (AD) for certain EMBRAER Model ERJ 170 airplanes. This AD requires replacing the very high frequency (VHF) antenna located in position 1 of the fuselage with a new, improved VHF antenna. This AD results from a report of the loss of all voice communications due to a lightning strike damaging all the VHF antennas. We are issuing this AD to prevent the loss of voice communication, which, when combined with the complexity of the national airspace system, could result in reduced flightcrew situational awareness, increased flightcrew workload, and increased risk of human error, and consequent reduced ability to maintain safe flight and landing of the airplane.
57-14-02: 57-14-02 DAVIS AIRCRAFT PRODUCTS (Safety Belts): Applies to Model FDC-1650 Belts, P/N FDC-1650, FDC-1650-27, FDC-1650-27M1. \n\n\tCompliance required as soon as possible but not later than August 15, 1957. \n\n\tSome of the release fittings of the subject belt assemblies are so constructed as to require one particular side of the fitting UP when being inserted in the buckle. \n\n\tIt is possible to improperly fasten the belts effected so that the buckle may become unfastened under load. The unsatisfactory release fittings have a tab bent up to an angle of approximately 11 degrees with the plane of the fitting (See Figure 1). \n\n\tTo provide for securely assembling the buckle with the release fitting in either position, the tab area indicated in the sketch must be removed or bent flush with the plane of the adjoining metal. \n\n\tThis rework applies only to the release fitting shown in the sketch. Other portions of the buckle assembly than that shown should not be modified. This condition has been corrected on all assemblies of current manufacture.
2006-18-15: The FAA is adopting a new airworthiness directive (AD) for Hartzell Propeller Inc. ( )HC-( )2Y( )-( ) series propellers with non- suffix serial number (SN) propeller hubs installed on Lycoming O-, IO-, LO-, and AEIO-360 series reciprocating engines. This AD requires initial and repetitive eddy current inspections (ECI) of the front cylinder half of the propeller hub for cracks and removing cracked hubs from service before further flight. In addition, this AD allows installation of an improved design propeller hub (suffix SN "A" or "B") as terminating action to the repetitive ECI. This AD results from a report of a propeller blade separating from a propeller hub. We are issuing this AD to prevent failure of the propeller hub causing blade separation and subsequent loss of airplane control.
2006-18-14: The FAA is superseding an airworthiness directive (AD) for Rolls-Royce Deutschland Ltd & Co KG (RRD) Tay 650-15 and Tay 651-54 turbofan engines. That AD currently establishes cyclic life limits for certain part number (P/N) stage 1 high pressure turbine (HPT) discs and stage 1 low pressure turbine (LPT) discs operating under certain flight plan profiles. This AD requires calculating and re-establishing the achieved cyclic life of stage 1 HPT discs, P/N JR32013 or P/N JR33838, and stage 1 LPT discs, P/N JR32318A, that have been exposed to different flight plan profiles. This AD also requires removing from service those stage 1 HPT discs and stage 1 LPT discs operated under Tay 650-15 engine flight plan profiles A, B, C, and D, and operated under Tay 651-54 engine datum flight profile, at reduced cyclic life limits, using a drawdown schedule. This AD results from RRD updating their low-cycle-fatigue analysis for stage 1 HPT discs and stage 1 LPT discs and reducing their cyclic life limits. We are issuing this AD to prevent cracks leading to turbine disc failure, which could result in an uncontained engine failure and damage to the airplane.